Guidelines for

Offshore
Marine
Operations
Guidelines for Offshore Marine
Operations

Revision: 0611-1401

06/11/2013
Guidelines for Offshore Marine
Operations
 

   
 
Contents
 
“Owners” & Sponsors 9 
Document Control Sheet 10 
Change Records 11 
For Future Use .............................................................................................................. 11 
Comments, Queries & Response Arrangements 12 
Comments or Queries .................................................................................................. 12 
Response Arrangements ............................................................................................. 12 
Preface 13 
Documents Replaced ................................................................................................... 13 
Marine Operations Manuals ......................................................................................... 13 

 
1 Introduction
1.1 Acknowledgements
1.2 Purpose & Use
1.3 Document Style and Structure
1.4 Protocols
1.5 Hierarchy of Authorities
1.6 Document “Ownership” & Management
1.7 Regional or Local Supplements
1.8 Summary of Contents
2 Abbreviations and Definitions
2.1 Abbreviations
2.2 Terminology Definitions
3 Roles and Responsibilities
3.1 General Responsibilities
3.2 Individual Responsibilities
4 Operational Risk Management
4.1 Terminology
4.2 Overview
4.3 Potentially Hazardous Shipboard Operations
4.4 Simultaneous Operations
5 Certification, Training, Competency & Manning
5.1 Introduction
5.2 Certification and Competency Requirements
5.3 Team Competencies
5.4 Marine Personnel Competence Overview
5.5 Third Party Industrial Personnel Onboard Vessels
5.6 Dangerous and Noxious Liquid Cargoes
6 Operational Communications & Meetings
6.1 Radio Communication Whilst at Facility
6.2 General Communications
6.3 Operational Meetings
7 Operational Best Practice
7.1 Safe Access to Vessels
7.2 Vessel Operational Capability
 

7.3 Non-Routine Operations

7.4 Software Management and Maintenance
7.5 Dynamic Positioning Arrangements
7.6 Simultaneous Operations (SIMOPS)
7.7 Towing Operations
7.8 Discharges from Facilities
7.9 Offshore Transfer of Personnel to or from Vessels
7.10 Security
7.11 Operations in Environmentally Extreme Conditions
8 Collision Risk Management
8.1 Safety Zones
8.2 Bridge Team Organisation and Management
8.3 Approaching Location
8.4 Selection of Station Keeping Method
8.5 Pre-Entry Check Lists
8.6 Change of Control Station or Operating Mode
8.7 Setting Up Before Moving Alongside
8.8 Use of Dynamic Positioning
8.9 In Operating Position
8.10 Change of Operating Location
8.11 Weather Side Working
8.12 Requests to Stand-By for Further Instructions, Etc
8.13 Extended/Protracted Cargo Handling Operations
8.14 Departure and Commencement of Passage
8.15 Field Transits
8.16 Other Recommendations to Minimise Collision Risk
9 Logistics and Cargo Handling Operations
9.1 Cargo Planning
9.2 Cargo Plans
9.3 Sailing Instructions
9.4 Weather Forecasts
9.5 Dispatch of Vessels
9.6 Potential Dropped Objects
9.7 Stowage and Securing of Cargoes in Containers
9.8 Refrigerated Containers, Disconnection at Offshore Facilities
9.9 Tubular Cargoes
9.10 Main Block Operations
9.11 "Cherry Picking"
9.12 Other Potentially Hazardous Practices
9.13 Unusual Cargo Items Loaded Onto Vessel Decks
9.14 Tag Lines
10 Bulk Cargo Operations
10.1 General Requirements
10.2 General Precautions
10.3 Bulk Operations in Port & at Facility
10.4 Preparations Relating to Transfer of Dry Bulk Materials
10.5 Hose Usage
10.6 Hose Marking Connections
10.7 Bulk Hose Handling Procedures at Facility
10.8 Hose Securing Arrangements
10.9 Bulk Transfers of Common Liquids
10.10 Bulk Transfers of Special Products
10.11 Attendance of Facility Personnel During Bulk Transfer Operations
10.12 Back-Loaded Liquid Bulk Cargoes
 

10.13 Transfer of Noxious Liquids During Hours of Darkness

10.14 Tank Cleaning
11 Anchor Handling & MOU Moving
11.1 MOU Moving
11.2 Jointly Agreed Procedures and Responsibilities
11.3 Preliminary Preparations for the Move
11.4 The Offshore Operation
11.5 Towing Operations
11.6 Anchor Handling Operations
11.7 Communications
11.8 Vessel Stability
11.9 Guidance on Bollard Pull and Vessel Working Limits
11.10 Emergency Release Arrangements
11.11 Further Guidance for Particular Anchor Handling Operations
12 Project Support Operations
12.1 Operations Included
12.2 Marine Transportations
12.3 Lifting Operations, Above and Below Sea Surface
12.4 Specific Operational Procedures
12.5 General Guidance
12.6 Marine Warranty Surveyor Involvement
12.7 Support for Other Operations
12.8 Response and Rescue Support
12.9 Guard Chase Vessels
12.10 Small Vessels & Water Craft
13 Emergencies
13.1 Emergency Preparedness Procedures
13.2 Facility Emergency
13.3 Vessel Emergency
13.4 Port Emergency
14 Further Information, References
14.1 Further Information
 
 

Appendices
Appendix 1-A Persons & Organisations Contributing to these Guidelines
Appendix 1-B Document Style and Structure
Appendix 1-C Hierarchy of Authorities
Appendix 1-D Document “Ownership” and Management
Appendix 1-E Preparation, Format and Contents of Regional or Local Supplements
Appendix 1-F Summary of Contents
Appendix 3-A Examples of Platform, MOU Data Cards
Appendix 3-B Examples of Base Operator and Port Data Cards
Appendix 4-A Minimum Personal Protective Equipment, Typical Examples
Appendix 7-A Guidance on Operations in Environmentally Extreme Conditions
Appendix 8-A Safety Zone Entry Check Lists
Appendix 9-A Deck Cargo Plan, Typical Example
Appendix 9-B Transport of Tubular Cargoes
Appendix 10-A Flowcharts Illustrating Handling of Bulk Cargoes in Port and at Offshore
Facility
Appendix 10-B Bulk Cargo Transfer Check List
Appendix 10-C Bulk Hose Best Practice Guidelines
Appendix 10-D Bulk Hose Handling and Securing – Alternative Method
Appendix 10-E Hose Markings and Connections
Appendix 10-F Carriage of Oil Contaminated Cargoes on Offshore Support Vessels
Appendix 10-G Tank Cleaning Check List
Appendix 10-H Tank Cleaning Standards
Appendix 11-A Guidelines for the Content of MOU Move and Anchor Handling
Workscope
Appendix 11-B Anchor Handling Systems, Set Up and Handling
Appendix 12-A Adverse Weather Criteria, Response and Rescue Support
 
 
 
 

“Owners” & Sponsors

This document is “owned” and sponsored by the following organisations:
1. Norwegian Shipowners’ Association
2. Norwegian Oil and Gas Association
(formerly Norwegian Oil Industry Association (OLF))
3. Netherlands Oil & Gas Production Association
4. Danish Shipowners Association
5. Oil & Gas UK1
6. United Kingdom Chamber of Shipping 1

                                                            
1
 1The Marine Safety Forum will act on behalf of Oil and Gas UK and the United Kingdom Chamber of Shipping in matters relating
to this document
 
 

Document Control Sheet

Revision Number Date Description Authorised for Issue

Name Function
         

         

         

         

         

         

         

 
   
 

Change Records
It is intended that this be considered a new document, replacing the present “NWEA Guide-
lines for the Safe Management of Offshore Supply and Rig Move Operations”
The change record below is therefore included for future use.

For Future Use

Revision Number Section Summary of Amendments from Previous Revision

     

     

     

     

     

     

     

     

NOTES
1. The above summary of amendments relates to THIS document only.
2. This Note is to be deleted at time of second revision of this document.

 
 

Comments, Queries & Response Arrangements

Comments or Queries
Comments or queries from users relating to all aspects of this document are welcomed.
Any comments or queries should be submitted using the arrangements described below.
Any concerns regarding the contents of this document may also be submitted in a similar
manner.

Response Arrangements
It is the intention to develop internet-based arrangements to facilitate transmission and
processing of comments or queries from users relating to this document. However, developing
the desired functionality is proving more difficult than first anticipated.
As an interim measure comments or queries may be submitted to the following electronic mail
address:
GOMO.Response@gmail.com
To assist in processing comments received it would be helpful if these can be submitted using
the form which can be requested from this address.
Details of the internet-based arrangements will be included later after these have been
developed and tested to the satisfaction of the steering group.
   
 

Preface
Documents Replaced
This document replaces that titled “NWEA Guidelines for the Safe Management of Offshore
Supply and Rig Move Operations”. This was first issued in 2006 and revised in May, 2009.
Pending their eventual amendment any references to the above guidelines should be
construed as references to this document after its formal release.

Marine Operations Manuals

It is recognised that some users may have developed marine operations manuals which make
extensive references to the document which these guidelines replace.
It is anticipated that on revision any such references should be amended to refer to THIS
document, but pending such revision the original guidelines would remain valid.
Contents

1 Introduction 1-1
1.1 Acknowledgements ....................................................................................... 1-1
1.2 Purpose & Use ............................................................................................... 1-1
1.3 Document Style and Structure...................................................................... 1-1
1.4 Protocols ........................................................................................................ 1-2
1.4.1 Delegation of Authorities ................................................................... 1-2
1.4.2 Terminology ....................................................................................... 1-2
1.4.3 Verification of Information .................................................................. 1-2
1.4.4 Inclusion of Reference Material.......................................................... 1-2
1.4.5 Gender Equality ................................................................................. 1-3
1.5 Hierarchy of Authorities ................................................................................ 1-3
1.6 Document “Ownership” & Management ...................................................... 1-3
1.7 Regional or Local Supplements ................................................................... 1-3
1.8 Summary of Contents.................................................................................... 1-3
2 Abbreviations and Definitions 2-1
2.1 Abbreviations................................................................................................. 2-1
2.2 Terminology Definitions ................................................................................ 2-5

List of Figures
Figure 1: Summary of Contents in Relation to Typical Voyage........................................ 1-4
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1 Introduction
1.1 Acknowledgements
The Steering Group would like to thank those who participated or assisted in the preparation
of these Guidelines, details of which are included in Appendix 1 - A.

1.2 Purpose & Use

The objective of this document is to provide guidance in the best practices which should be
adopted to ensure the safety of personnel on board all vessels servicing and supporting off-
shore facilities, and to reduce the risks associated with such operations.
It particularly relates to the following activities:
1. Operations of offshore facilities.
2. Operations of vessels.
Whilst the best practices summarised in this document primarily reflect those adopted in the
North West European Area the authors recognise that its predecessor was becoming widely
used outwith this region and that many, if not all, of the recommendations included do indeed
have global relevance.
Where it has been possible to make recommendations relating to operations outwith its core
area without diluting the original objectives these have been included.
It is recognised, however, that in certain circumstances local or company-specific requirements
may exist. In this event this document should be read in the context of such requirements and
interpreted accordingly.
To facilitate common practices on a global basis, where necessary, this document, together
with included reporting forms, should be used as the basis for preparing procedures for local
practices.

1.3 Document Style and Structure

The principles used in preparing this document, together with the numbering conventions
adopted are described in Appendix 1 - B.
As described in this Appendix general information relating to all activities are included in the
early part of the text following which, where possible, the information flow should follow that of
a typical voyage to and from an offshore facility.
This is summarised in Figure 1.

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1.4 Protocols
The protocols used in the preparation of this document are described below.

1.4.1 Delegation of Authorities

Any references in this document to Facility Manager, OIM, Master, Base Manager or any other
person in authority should be interpreted as also including their nominated deputies.

1.4.2 Terminology
In the context of this document “Operator” refers to the party responsible for the management
of petroleum activities on behalf of the licensees.
In the context of this document “Owner” relates to the party responsible for the management
of one or more offshore support vessels and includes those operating tonnage managed on
behalf of others.

1.4.3 Verification of Information

Some information included in the main body of this document has been prepared by the
various work groups and subsequently verified by the steering group.
Information included in the appendices to this document has been prepared by others. Where
such information has been subject of an independent peer review it has been accepted as
accurate and has not been subject of any further assessment prior to inclusion in these
Guidelines.

1.4.4 Inclusion of Reference Material

References to further information from a wide range of sources, both public and private, have
been included in this document.
In identifying any references to be included the following principles have been adopted:
1. The information included is generally accepted to represent best industrial practice.
2. The information included may be used from time to time as basis of design or in marine
operations manuals.
3. The information included may be referred to from time to time in contracts relating to
marine operations.
4. The information included is subject to regular and rigorous peer review, being updated
as required.
5. The information is included in the public domain, preferably in an electronic format and
free of charge.

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6. There is no commercial benefit to the source of the information as a result of its inclusion
in this document.

1.4.5 Gender Equality

Any references in this document to the masculine gender relate equally to the feminine gender
and should be interpreted accordingly.

1.5 Hierarchy of Authorities

The context of these Guidelines in the legislative and contractual environment in which marine
operations are conducted is described in Appendix 1 - C.

1.6 Document “Ownership” & Management

The “ownership” of the document, together with the process of its on-going management are
described in Appendix 1 - D.

1.7 Regional or Local Supplements

It has been identified that in some instances the preparation of regional or local supplements
to provide further guidance on specific circumstances or requirements within a particular area
may be required.
Any guidance of this nature will not be prepared by the authors of this document, but to
promote consistency and ease of use some common principles for the preparation of such
regional or local guidance has been developed.
These are described in Appendix 1 - E.

1.8 Summary of Contents

A summary of the contents of this document and how these relate to those of “NWEA Guide-
lines for the Safe Management of Offshore Supply and Rig Move Operations, Version 2” is
included in Appendix 1 - F.
This sub-section and the Appendix will be deleted on the next revision of this document.

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GOMO CONTENTS IN RELATION TO TYPICAL OFFSHORE VOYAGE

CHAPTERS WITH RELEVANT

VOYAGE PHASE
INFORMATION

3
4
General 5
6
13

3
Vessel Procurement 4
13

9
Voyage Planning
10

4
Mobilisation 6
13

3
7.1
Loading 9
10
11 (if relevant)

Outward Voyage 7

7
Approach to Location and Set Up
8

7
8
9
Working at Location
10
11 (if AH Operations)
12 (if relevant)

Departure from Location 8

Inward Voyage 7

3
4
Discharge
9
10

De-Mobilisation

Figure 1: Summary of Contents in Relation to Typical Voyage

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2 Abbreviations and Definitions

Abbreviations and terminology which may be used in this document are defined below.

2.1 Abbreviations
24/7 24 hours per day, 7 days per week
A/H Anchor handling
ABS American Bureau of Shipping
AHTS Anchor Handling Tug Supply Vessel
AHV Anchor handling vessel
BP Bollard Pull
CBP Continuous Bollard Pull
CMID Common Marine Inspection Document (Sponsored by IMCA)
COLREGS International Regulations for Prevention of Collisions at Sea, 1972
CoS Chamber of Shipping (Trade association representing owners and operators of UK-based shipping companies)
COSHH Control Of Substances Hazardous to Health
CoSWP Code of Safe Working Practices for Merchant Seamen
DC Daughter Craft
DGPS Differential Global Positioning System
DMA Danish Maritime Authority
DNMI Det Norske Meteorologiske Institutt
DNV Det Norske Veritas
DP Dynamic Positioning
DPO Dynamic Positioning Operator (As defined by IMCA, MTS etc.)
DSA Danish Shipowners’ Association
DSV Diving Support Vessel
ERRV Emergency Response & Rescue Vessel
ERRVA Emergency Response & Rescue Vessel Owners’ Association
ETA Estimated/Expected Time of Arrival ETD Estimated Time of Departure FMEA Failure
mode and effect analysis
FPSO Floating production, storage and offloading unit

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FRC Fast Rescue Craft

GLND GL Noble Denton
GOMO Guidelines for Offshore Marine Operations (This document)
GPS Global Positioning System
HAZID Hazard Identification
HAZOP Hazardous Operations (Assessment)
HF High Frequency (Radio)
HIRA Hazard Identification & Risk Assessment
HSSE Health, Safety, Security and Environment
Hs, Hs Significant Wave Height
HSE Health & Safety Executive (UK Government Agency)
HSSE Health, Safety Environmental and Quality (Management) (Generic term used throughout this
document)

JAG/TI Joint Action Group / Temperature Indices

IACS International Association of Classification Societies
IADC International Association of Drilling Contractors
IBC International Code for the Construction and Equipment of Ships carrying Dangerous
Chemicals (IBC Code)
ICS International Chamber of Shipping
ILO International Labour Organisation
IMCA International Marine Contractors Association(Trade association for marine contractors engaged in
supporting offshore industry or similar bodies)

IMDG International Maritime Dangerous Goods Code

IMO International Maritime Organization
IMPA International Marine Pilots’ Association
INLS International Noxious Liquid Substances Code
ISM International Safety Management Code
ISPS International Ship and Port Facility Security Code
JSA Job Safety Analysis
KATE Knowledge, Ability, Training and Experience
LRS Lloyds Register of Shipping
MARPOL International Convention for the Prevention of Pollution from Ships (MARPOL) (IMO
Convention 1973 and as subsequently amended)

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MBL Minimum Breaking Load

MCA Maritime and Coastguard Agency
MF Medium Frequency (Radio)
MGN Marine Guidance Note (Issued by the MCA)
MLC Maritime Labour Convention (ILO Convention 2006)
MOC Management of Change (Process)
MODU Mobile Offshore Drilling Unit
MOU Mobile Offshore Unit
MSC Maritime Safety Committee (IMO Committee)
MSDS Material Safety Data Sheet
MSN Merchant Shipping Notice (Issued by the MCA)
MTS Marine Technology Society
MWS Marine Warranty Surveyor
NMA Norwegian Maritime Authority (Replaces NMD)
NMD Norwegian Maritime Directorate
NOGEPA Netherlands Oil and Gas Exploration and Production Association
NOROGA Norwegian Oil & Gas Association (Replaces OLF)
NSA Norwegian Shipowners’ Association
NWEA North West European Area
O&GUK Oil and Gas UK (Trade association for UK Offshore operators and support contractors)
OCIMF Oil Companies’ Industry Marine Forum (Trade association for major oil companies engaged in marine
activities)

OIM Offshore Installation Manager

OLF Oljeindustriens Landsforening (Norwegian oil industry association. Replaced by NOROGA)
OMHEC Offshore Mechanical Handling Equipment Committee
OOW Officer of the Watch
OSV Offshore Support Vessel
OVID Offshore Vessel Inspection Database (Sponsored by OCIMF)
PCP Permanent Chaser Pendant / Pennant
PIC Person In Charge (of MOU)
PLB Personal Locator Beacon
PM Planned Maintenance (System)

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PMS Power Management System

PPE Personal Protective Equipment
PSA Petroleum Safety Authority
PSV Platform Supply Vessel
PTW Permit to Work
RA Risk Assessment
ROV Remotely Operated Vehicle
SBV Stand-By Vessel
SCV Small Commercial Vessel Code
SDPO Senior Dynamic Positioning Operator (As defined by IMCA, MTS etc.)
SIMOPS Simultaneous Operations
SJA Safe Job Analysis
SMC Safe Manning Certificate
SMPEP Shipboard Marine Pollution Emergency Plan
SOLAS International Convention for the Safety of Life at Sea (SOLAS) (IMO Convention 1974 and as
subsequently amended)

SSV "Safety Stand-By Vessel" or "Stand-By Safety Vessel"

STCW International Convention for Standards of Training, Certification and Watchkeeping for
Seafarers (IMO Convention 1978 and as subsequently amended)
SWL Safe Working Load
TBT Tool Box Talk
TMS Tug Management System
UHF Ultra High Frequency
UKCS United Kingdom Continental Shelf
UKOOA United Kingdom Offshore Operators’ Association (Now Oil & Gas UK)
VHF Very High Frequency

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2.2 Terminology Definitions

on behalf of itself or other interests.

Accident: Undesired event resulting harm
to persons, environmental pollution or Cherry-picking: Selective discharge of cargo
damage to physical assets. from within the stow.

Adverse Weather: Environmental Competence: Acquisition of knowledge,

conditions requiring precautionary skills and abilities at a level of expertise
measures to safe guard the facility or sufficient to be able to perform a task to a
maintain safe working. required standard.

Asset(s): Any infrastructure or equipment Confined Space: A free entry, non-

associated with offshore production. dangerous space where the relevant risk
assessment has identified that under
Banksman: Person on installation or
exceptional circumstances there would remain
vessel guiding the Crane Operator May
a (remote) possibility for the atmosphere to be
also be referred to as "Flagman" or
adversely affected.
"Dogman".
Entry and egress routes to such spaces likely
Base: Quay facilities with logistics to be restricted and controlled by permit.
support dedicated to petroleum activities.
Coxswain: Generic term for person in charge
Base Company or Operator: Owner or of a small craft.
operator of a base.
Dangerous Space: Enclosed or confined
Base Manager: Person responsible for space in which it is foreseeable that the
operations on the base. atmosphere may at some stage contain toxic
Blow Off: See "Drift Off". or flammable gases or vapours, or to be
Blow On: See "Drift On". deficient in oxygen, to the extent that it may
endanger the life or health of any person(s)
Bollard pull: The towing vessel’s pull
entering that space.
normally specified as maximum continuous
pull. Daughter Craft: Larger fast rescue craft of
semi-rigid construction and typically up to 11
Bridle towing arrangement: Two wires
metres in length, provided with fixed
or chains of equal length arranged as a
protection from elements for crew and
triangle that connects the towed object to
recovered survivors, capable of being
the vessel towing it.
deployed from host vessel for periods of up to
Catenary curves: Specification of towline 6 hours.
and anchor line curvature for various loads.
Dogman: See "Banksman"
Chafe Chain: Short length of chain in way Down Weather: A position on the lee side of
of fairleads to minimise wear on wire or rope an offshore facility or vessel.
bridle components.
Dynamic Positioning: Dynamically
Chain tail: A short length of chain positioned vessel (DP-vessel) means a unit
consisting of two or more links. or a vessel which automatically maintains
Charterer: Party hiring marine vessel either its po-

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may require formal acknowledgement in

sition (fixed location or predetermined
procedures or operational logs.
track) exclusively by means of thruster force.
Hot Work: Welding, burning or flame
Drift Off: Circumstances whereby, in the
producing operations.
event of loss of power, environmental
forces would result in a vessel moving away Incident: Undesired event resulting in dam-
from an offshore facility or other navigational age to assets, equipment or the environment.
hazard.
Installation, Offshore: Installation, plant and
Drift On: Circumstances whereby, in the equipment for petroleum activities, excluding
event of loss of power, environmental supply & standby vessels or ships for bulk
forces would result in a vessel moving petroleum transport. Includes pipelines and
towards an offshore facility or other cables unless otherwise provided. A
navigational hazard. structure for exploration or exploitation of
mineral resources or related purposes that is,
Duty Holder: In relation to a fixed
will be, or has been used whilst standing or
installation, this is the Operator. In relation
stationed in water, or on the foreshore or
to a mobile installation it is the Owner.
land intermittently submerged.
Emergency Situation: Any unplanned
Interfield Operations: Operations carried out
event which may result in harm to persons,
by vessels between offshore facilities.
environmental pollution or damage to
physical assets. J-chaser: Hook used by anchor handling
vessels to "fish" the installation’s anchor lines.
Facility, Offshore: In the context of this
document any physical structure on or Kenter link: Device for linking two chain
above the surface of the sea in the vicinity lengths.
of which marine operations are undertaken.
Lee Side: That side of an offshore facility
This term includes bottom supported and
(or vessel) away from which wind is currently
floating installations, drilling units of all
blowing.
types and other vessels engaged in offshore
support operations. Logistics Company: Organisation which, on
behalf of its clients, arranges for the trans-
Flag State: Jurisdiction where a vessel is
portation of cargo to or from offshore facilities.
registered.
Logistics Service Provider: See Logistics
Flagman: See "Banksman".
Company.
Gog (or Gob) Wire: Wire used to
Master: Nominated person having command
control movement of main tow line when
or charge of a vessel.
vessel is en- gaged in towing operations.
Does not include any pilot.
Gypsy: Wheel with machined pockets for
Mechanical Means of Rescue (Recovery):
hoisting chains fitted on a winch.
Arrangements installed on a Stand-By Vessel
Hold Point: Stage in any operation at to facilitate rescue of survivors from the sea
which progress will be assessed to ensure in circumstances where rescue craft cannot
that anticipated objectives at that point safely be deployed or recovered.
have been achieved and that all conditions
are favourable for safe continuation of
activities. Proceeding past each hold point

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Pendant: Wire hanging permanently

Proprietary designs include the Dacon
attached to the installation used for chasing
Scoop and Sealift Basket.
out anchors.
Mechanical Recovery Device: As for
Pennant wire: Buoy wire; wire from the
"Mechanical Means of Recovery".
seabed up to a buoy on the surface.
Mechanical Stopper: Device for
Permanent chaser: Collar through which an
temporarily securing chains or wires to
anchor chain runs, to which recovery pendant
facilitate safe connection or release.
wire is attached.
Proprietary designs include the Karm Forks
and Triplex Stopper. Personnel Transfer Basket: Equipment
utilised for transferring personnel by crane.
Near-miss: Undesired circumstance with
May also be referred to as Personnel Carrier.
the potential to cause harm, injury, ill health,
damage to equipment or the environment. Piggyback anchor: Any additional anchor
connected to the primary when the latter
Nominated Manager: Nominated persons
anchor has insufficient holding capacity.
"in charge" of a specified area or task to be
performed. Pigtail: Short chain or wire with open end
links.
Non-conformity/Non-compliance: A
circumstance where guidelines, regulation or Port State: State having jurisdiction over
legislation have not been followed. activities in its ports and territorial waters.
North West European Area: Area which Radio Silence: Restrictions of limitations to
includes the north west European radio transmissions whilst with a safety zone,
continental shelf and extending 200 miles usually relating to handling of explosives on
from any coast-line. the facility.
Offshore Installation Manager: Person in Recognised classification society:
charge of an Offshore Installation, also known Classification society recognised by IACS to
as Facility Manager. approve vessel design, construction,
outfitting and operations.
Offshore Support Vessel: Any vessel
involved in supporting offshore activities Redundancy: The ability or possibility of a
which is not a mobile offshore unit. component or system to maintain or
reestablish its function following a failure.
Operating Company/Operator: Party that
carries out the management of petroleum Risk Assessment: A process of assessing
activities on behalf of licensees. risk in any operation.
Owner: In the context of this document Safety Delegate: Nominated representative
refers to the owner of an offshore support for crew or part of crew or group of workers
vessel. This term may also refer to vessel with regard to health, safety and
managers responsible for operating tonnage environmental matters. May also be referred
on behalf of others. to as Safety Representative.
Pear link: Device for linking two different
chain dimensions.

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Stern roller: Large roller on the stern of an

Safety Zone: Established within a radius
anchor handling vessel to facilitate the
extending to distance determined by the
recovery or deployment of moorings or other
relevant legislations beyond the outline of
equipment.
any installation, excluding submarine
pipelines. Stinger: In the context of this document the
pennant installed on the crane’s hook to
Sector State: State having special rights
and jurisdiction over the development of facilitate the safe connection and release of
marine resources within its exclusive the lifting rigging on any item of cargo. A
economic zone. suitable safety hook will be fitted to the
lower end of the pennant.
Shark’s Jaws: See "Mechanical Stopper"
above. Supply chain: Base or base company -
vessel or Ship Owner - installation or
Ship Owner: Those responsible for normal operating company.
vessel management and operation.
Supply service: Supply and/or receipt of
Shipper: A person who, as principal or
goods to or from offshore facilities.
agent for another, consigns goods for
carriage by sea. Surfer: Small or medium sized high speed
craft used for transportation of personnel or
Significant Wave Height: Average height of
light cargoes in benign areas of operations.
the highest one third of the waves over a
Foredeck design is such that craft can be
period of 20 minutes.
docked into "surfer landing" to facilitate safe
Simultaneous Operations: In the context transfer of personnel.
of this document two or more vessels
Surfer Landing (or Ladder): Docking
supporting the same or different operations
within the safety zone around an offshore arrangements installed on offshore facilities
facility. or vessels to facilitate access and transfer of
personnel using "surfer" - type craft.
Socket, Wire Rope: Any manufactured end
termination fitted to the end of a wire rope Swivel: Connecting link or device used to pre-
to facilitate the connection of other rigging vent development of twists in wire or chain ca-
elements. bles.

Spooling gear: Arrangement to guide wire Tension control: Control facility to enable
onto drum. winch to be set to pull in or pay out at a
specified tension.
Standby Vessel: Older term for Emergency
Response and Rescue Vessel. Toolbox Talk: A meeting of the individuals
due to be involved in an imminent task to
Stand-By Vessel: Any vessel mobilised
review the task, individual responsibilities,
to provide response and rescue support at
equipment required, competency of the
one or more offshore facilities. Such
individuals, hazards, any Safe Job Analysis
support will primarily involve the rescue of
or Risk Assessment and/or Permit to Work
personnel from the sea and their
in place, simultaneous tasks ongoing which
subsequent care. It may also include fire
fighting. May also be referred to as may affect the task and any other relevant
"Emergency Response and Rescue subject.
Vessel", "Safety Stand-By Vessel" or "Stand-
By Safety Vessel".
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of an offshore facility or vessel.

Tow eye/Towline guide: Arrangement for
keeping towline in centre line or midship area. Weak link : Component in any load-bearing
system which is designed to fail at a pre-
Towing pins/guide pins: Device for guiding
determined load to protect the other
towline or pennant wire.
components in the system.
Towing winch: Similar to a working winch,
Weather criteria: Specification of maximum
of- ten geared differently. Newer towing
allowed weather (wind, waves, etc.) when
winches have drums smaller than working
performing the operation.
winches.
Weather Side: That side of an offshore
Towline: Wire on towing winch used for
facility (or vessel) towards which the
towing.
prevailing environmental forces are acting.
Trigger Point: Threshold, generally
Weather window: The nominated duration
relating to environmental conditions,
of specific weather criteria required to under-
prompting review and / or risk assessment
take a particular operation, or critical phase of
relating to the continuation or suspension of
same, including an allowance for any
present operations.
contingencies.
Tug Management System: Navigation
Working at Height: Any work undertaking
equipment on board an anchor handling
where those performing it are not standing on
vessel for an anchoring operation
level ground, at deck level or in other
functioning as an interface with the
circumstances where there is a risk of injury
installation’s (MOU) main navigation
should the worker fall (adapted from
equipment.
CoSWP).
Tugger winch: Winch provided to move
Working winch: Winch for hoisting and set-
items laterally on the deck of an offshore
ting anchors. Power, length, width and
support vessel. May also be used to
diameter set the application area of the
secure such items whilst in transit. May
working winch.
have remote control on newer vessels, or
may be controlled from the bridge on some Working wire: Wire in working winch
vessels. including termination, for example socket.
Tugger wire: Steel or fibre wire used for
tugger winch.
Up Weather: A position on the weather side

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Contents

3 Roles and Responsibilities 3-1

3.1 General Responsibilities ............................................................................... 3-1
3.1.1 Management ...................................................................................... 3-1
3.1.2 Operational Responsibilities............................................................... 3-1
3.2 Individual Responsibilities ........................................................................... 3-3
3.2.1 Vessel Owner/Manager...................................................................... 3-3
3.2.2 Vessel Masters .................................................................................. 3-4
3.2.3 Operating or Logistics Company Managers ....................................... 3-5
3.2.4 Base Managers .................................................................................. 3-5
3.2.5 Facility Manager ................................................................................ 3-6
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3 Roles and Responsibilities

3.1 General Responsibilities
Operators, Owners and Managers are to ensure that all personnel working for them are familiar with the
relevant contents of these guidelines.
Whilst employers have prime responsibility for ensuring the safety of their worksites, personnel should
also take care of both their own safety and that of their colleagues. They must always act to prevent
accidents and/or incidents, and should be empowered to “stop the job” in the event of any safety
concerns.
All personnel must participate in relevant safety and working environment training activities.

3.1.1 Management
1. Active involvement of management is key to delivery of satisfactory HSSE performance
together with efficient operations. Management comprises the relevant decision makers in the
operating company, logistics service provider, base operator and owners of vessels and offshore
units.
2. It is a shared management responsibility to make available necessary resources to en- sure
safe and efficient operations, including:
a. Facilitating safe working environment and operations.
b. Regular visits to workplaces - as a minimum at least once per year.
c. Participation in events which promote the sharing of best practice for safe and effi- cient
operations.
d. Following up lessons learned from incident and non-conformance reports to ensure any
remedial measures identified have been implemented and are having the de- sired
outcome.

3.1.2 Operational Responsibilities

Minimum safety requirements that should be identified include, but are not limited to, the fol- lowing:

3.1.2.1. Operators and Logistics Companies or Service Providers

1. Establish quality assurance programme to ensure that all vessels supporting their opera- tions
are maintained and operated in accordance with agreed standards.
2. Provide all relevant information regarding facilities which are to be supported.

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Typical examples of data cards used to present such information are included in Appendix 3 - A.
3. Clear work specification and scope of service.
4. Assess consequences of simultaneous vessel operations (e.g. tank cleaning vs. deck cargo
work).
5. Identified hazards and acceptance criteria.
6. Notification format for non-conformances, accidents, incidents, etc.
7. Operating company’s requirements for competence, training and certificates for the workscope
the vessel is to perform.
8. Plan for workscope follow-up.
9. Operational manning, as described in Chapter 5.
10. Lines of communication.

3.1.2.2. Base Operators

1. Co-ordinate activities between base and vessels.
2. Provide all relevant information regarding Base facilities which will be used.
Typical examples of data cards used to present such information are included in Appendix 3 - B.
3. Implementation of risk management processes as described in Chapter 4 of these guide- lines
4. Clear work specification and scope of service.
5. Risk assessment of interaction between base and vessels.
6. Competence requirements of personnel who plan, coordinate or perform loading or dis- charging
operations.
7. Mechanism and persons responsible for notifying or reporting to the operating company,
authorities, etc. for non-conformances etc.
8. Ensure adequate and appropriate communication between shore base and vessels, as
described in Section 8 of these guidelines
9. Ensure that all cargo items to be lifted from the quayside onto any vessel are visually inspected
and that all potential dropped objects are removed.

3.1.2.3. Offshore Facility Operator

1. If required, preparation of facility-specific safety zone pre-entry check list to be forwarded to
Operator for onward transmission to the Charterer.

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2. Clear scope of work.

3. Implementation of risk management processes as described in Chapter 4 of these Guide- lines.
4. Technical systems requirements needed to prevent fluid discharges from facility (including
cooling water and/or solids) drifting towards vessels working within the safety zone.
5. Mechanisms and persons responsible for notifying or reporting non-conformances etc to
operating company and authorities when vessels are within safety zone.
6. Training and competence requirements of personnel responsible for or participating in loading,
offloading and other coordinated operations with vessels.
7. Ensuring that local reference systems associated with dynamic positioning arrangements used
by any vessel are properly maintained.
8. Plan for workscope follow-up on completion of activity.
9. Ensure adequate and appropriate communication between facility and vessels, as described in
Chapter 6 of these guidelines.
10. After commencement of operations, ensure vessels are advised of any subsequent changes to
operational circumstances which may have an impact on the continuing workscope.
11. Ensure that all cargo items to be lifted from the facility onto any vessel are visually inspected and
that all potential dropped objects are removed.

3.2 Individual Responsibilities

The responsibilities of various individuals involved in offshore marine operations are set out below.

3.2.1 Vessel Owner/Manager

1. Ensure that any non-conformances identified during any inspections associated with a
charterer’s quality assurance programme are closed out in a timely manner.
2. Communicate the workscope to vessel.
3. Manage vessel operations and manning ensuring:
a. A vessel is appropriately and competently manned and equipped for the intended
workscope.
b. A common working language is used on the vessel.
c. An overall operational plan is prepared for all anticipated onboard operations and services
provided by the vessel.

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d. Prepare operational conditions for vessels (define requirements for safe operation of vessels
under all conditions, and any vessel limitations due to e.g. due to a lack of technical
redundancy, etc.
e. Ensure incidents, accidents and safety observations are recorded, assessed and handled
in accordance with an established reporting system.
4. Ensure an up-to-date copy of these Guidelines is kept on board and ensure the Master,
officers and crew are familiar with the relevant contents.

3.2.2 Vessel Masters

1. Ensure that all officers, crew and all other personnel onboard are aware of the relevant
contents of these guidelines.
2. Are at all times responsible for safety of their crews, vessels and cargo and marine envi-
ronment protection.
3. In the event of extended operations, either in port or at sea, ensure that all personnel
engaged in such operations have adequate rest periods, and that effective arrangements for
transfer of responsibilities and operational awareness are implemented.
4. Whilst remaining accountable at all times, delegate appropriate responsibilities to other
members of the vessel’s complement.
5. Ensure that all onshore personnel, including representatives of the base operators, are aware
of the appropriate point(s) of contact on the vessel in relation to any activities being undertaken
on board.
6. Approve loading plans before cargo (both bulk and deck cargo) is loaded on board the vessel.
7. Review all dangerous goods declarations before any dangerous goods are loaded in port and
offshore.
8. Where relevant, refuse any cargo for which the appropriate MSDS is not provided.
9. Report incidents and non-conformances.
10. Inspect and approve seafastening of cargo.
11. Ensure that berth to berth passage plans are prepared for each voyage.
12. Ensure all applicable field charts and relevant documents are on board.
13. Before entering the safety zone shall obtain permission from the facility manager or au-
thorised representative for maritime operations.
14. Advise facility of any operational limitations due to personnel, plant or environment which may
have an impact on intended workscope.
15. Ensure that all cargo items to be lifted from the vessel to the facility or quayside are
visually inspected and that all potential dropped objects are removed.

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16. After commencement of work, advise facility of any subsequent changes to operational
capability which may have an impact on the continuing workscope.
17. When alongside an offshore facility, if extended interruption of operations occurs, shall decide
whether to move to a safe position pending resumption. The facility manager must be informed
before moving away.
The Master always has the authority to stop any operation which he considers a threat to the
safety of the vessel, other assets or any personnel. Other pressures must not interfere with his
professional judgement and he must inform any relevant parties of conflicts of interest arising from the
actions of others.

3.2.3 Operating or Logistics Company Managers

1. Performs overall supervision of base, vessel and installation activities.
2. Defines job performance requirements.
3. Ensures that everyone performing work on their behalf complies with requirements of the health,
safety and environment regulations.
4. Manages non-conformance resolution.
5. Must ensure time is allowed to perform health and safety requirements including meetings.
6. Provides up to date documentation for the Master and Owner including necessary field charts
and other relevant documentation.
7. Ensure a current copy of these Guidelines is available at all locations where activities for which
they are responsible are undertaken, and on all vessels supporting such operations.
8. Must not pressurise any Master to undertake any action which, in his professional judgement,
may compromise the vessel, other assets or any personnel.

3.2.4 Base Managers

1. Ensure time is allowed to perform health and safety requirements including meetings.
2. Before loading prepare required documentation for cargo to be shipped.
3. Ensure that the necessary information is provided to the Master in sufficient time to plan
loading and discharging operations, including ensuring that dangerous goods, noxious liquids
and other hazardous products are handled according to regulatory requirements.
4. Ensure that Master is provided with sufficient information relating to proposed cargo so that
stability calculations can be completed before departure.
5. Ensure that the Master is advised of any intention to load any unusual items onto the deck of
the vessel in sufficient time for any potential risks to be adequately assessed.

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6. Ensure proposed stowage plan is agreed with Master, particularly when any unusual items are
included in the cargo. This plan should be signed of by both parties.
7. Ensure safe passage of all personnel visiting vessels, including security support.
8. Arrange for all outbound cargo to be adequately inspected prior to delivery to the vessel to
ensure that it is adequately prepared for marine transportation and is free from any loose items
or other potential dropped objects.
9. Issue required documentation to the Master for all cargo loaded on board before the vessel
leaves the quayside.
10. Conduct inspection of all load carriers to ensure they are correctly certified and in proper
working order before being lifted on board vessels.
11. Ensure that a cargo checklist has been completed.
12. Are responsible for HSSE compliance on the base.
13. Must agree procedures to be used between all relevant parties.
14. Arrange for all inbound cargo received from offshore to be adequately inspected prior to
dispatch and onward carriage from the base to its eventual destination to ensure that it is
adequately prepared for surface transportation and is free from any loose objects.

3.2.5 Facility Manager

1. Safety of structure and personnel on board, and any operation within the safety zone affecting
HSSE performance on facility and overviews of simultaneous operations.
2. Must ensure operations on the facility do not present a hazard to vessels alongside, especially
where overside discharges may fall on a vessel in the immediate vicinity.
3. Approves commencement of an operation and has authority to stop any operation.
4. Active involvement in the risk assessment of any non-standard operations involving any
vessels supporting the facility.
5. Prepare required documentation before loading is initiated for cargo to be shipped ashore by
the vessel.
6. Preparation of documentation for transporting of dangerous goods before loading onto vessel.
7. Submit relevant documentation to the vessel Master.
8. Ensure that the necessary information is provided to the Master in sufficient time to plan
loading and discharging operations, including ensuring that dangerous goods, noxious liquids
and other hazardous products are handled according to regulatory requirements.
9. Ensure that the Master is advised of any intention to load any unusual items onto the deck of
the vessel in sufficient time for any potential risks to be adequately assessed.

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10. Ensures optimal turn-around time for performance of planned operations when vessels enter
the safety zone.
11. Ensure that vessels are worked in a timely manner whilst alongside the facility so that time in
close proximity to it is minimised. If idle, vessels should be asked to stand-by outwith the safety
zone.
12. Issue required documentation to the Master for all cargo loaded on board in timely man- ner
before the vessel departs from the facility.
13. In case of an incident or accident within the safety zone the manager must inform the relevant
operating company and the Master of the vessel involved as soon as possible.
14. Must ensure there is a good level of communication between the vessel and the facility.
However, all communications should take place at appropriate times and not during critical
operational phases on the vessel, for example, when setting up to commence work.
The facility manager may delegate these responsibilities as required to other competent per- sons.

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Contents

4 Operational Risk Management 4-1

4.1 Terminology ................................................................................................... 4-1
4.2 Overview ........................................................................................................ 4-1
4.2.1 Risk Assessment ............................................................................... 4-1
4.2.2 Permit to Work (PTW) ........................................................................ 4-2
4.2.3 Toolbox Talk (TBT) ............................................................................ 4-2
4.2.4 Personal Protective Equipment (PPE)................................................ 4-3
4.2.5 Management of change (MOC).......................................................... 4-3
4.2.6 Accident, Incident, Near Miss, Non-Conformance and Observations
Reporting ......................................................................................................... 4-3
4.3 Potentially Hazardous Shipboard Operations ............................................. 4-4
4.4 Simultaneous Operations ............................................................................. 4-4
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4 Operational Risk Management

4.1 Terminology
It is assumed that various terms are used through industry, but in this document Risk Assessment
(RA) shall be used as the generic term.
Other common terms include:
SJA Safe Job Analysis
JSA Job Safety Analysis
TRA Task Risk Assessment
HAZID Hazard Identification Review
HAZOP Hazard and Operability Review
HIRA Hazard Identification and Risk Assessment

4.2 Overview
Good operational risk management is a key component to successful HSSE management. All parties
involved in an operation have a duty to ensure it is carried out properly.
The key levels are:
RA Risk Assessment
PTW Permit To Work
TBT Tool Box Talk
MOC Management of Change

4.2.1 Risk Assessment

The objective of RA is to identify and mitigate risks to an acceptable level. If the risks cannot be
mitigated to an acceptable level the work should not proceed in its present form.
Each party involved in an operation must have in place an appropriate procedure for carrying out
their own risk assessments, if appropriate.
RAs should include all parties involved in the operations to which they relate.
RA should be performed for the complete process or operation and should include relevant
emergency response arrangements.
Personnel performing the RA must be trained and competent in this matter. Risk Assessments should
identify the following:
1. All hazards associated with the proposed operation.
2. The probability of a hazard causing harm to personnel, assets or environment.
3. The likely extent of the harm that may be caused.

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4. Mitigation measures.
5. Assessment of the residual risk.
Associated with Item 4 above trigger points or any other changes in circumstances which will prompt
the work being stopped or the management of change process being invoked should be identified.
Personnel performing tasks are required to understand the outcome of the RA, including trigger
points or other changes which would require the management of change process to be initiated.
All relevant parties are responsible for ensuring that the RA is suitable and sufficient for their own
particular tasks.

4.2.2 Permit to Work (PTW)

A permit-to-work system is a formalised and documented process used to control work which is
identified as being potentially hazardous. It is also a means of communication between facility,
vessel or base management and personnel who carry out the hazardous work.
The permit system used should be that adopted by the organisation in charge of the premises (or
vessel) where the work is to be undertaken.
PTW is to:
1. Identify physical or other barrier arrangements to be put in place.
2. Be issued for a specific task, and for time period not exceeding 12 hours or other clearly
specified time limit.
3. Make reference to RA and its outcome.
4. Identify all lock-outs and tag-outs which should be in place before the work commences.
5. Identify restrictions or limitations in concurrent tasks.
6. Be approved and signed off by an issuing authority.
7. Identify correct PPE is in place for the task to which the permit relates.
8. Where relevant, identify appropriate emergency response arrangements for the task to which
the permit relates.
PTW must be effectively communicated to all parties involved.

4.2.3 Toolbox Talk (TBT)

Immediately prior to the task being carried out personnel involved in the task should carry out a
toolbox talk. This should include (but not limited to):
1. Individual roles
2. Tools, methods and procedures to be used.

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3. Review RA and relevant PTW.

4. Promote “Stop the Job” culture.
5. Highlight all emergency actions and exit routes from the work site.
6. Confirm PPE required for the task.
7. Where relevant, confirm emergency response arrangements are in place.

4.2.4 Personal Protective Equipment (PPE)

Personnel shall be supplied with PPE appropriate to the tasks being undertaken and as identi- fied
within the procedures, risk assessments and other control measures established to ensure their health
and safety.
Personnel should inspect PPE supplied for suitability and damage before use. This should be used
without exception whilst the work is in progress or their supervisor advised as to why the PPE supplied
is unsuitable.
Examples of minimum recommended PPE requirements are shown in the table included in
Appendix 4 - A.
It is the individual’s responsibility to:
1. Use PPE correctly.
2. Look after PPE properly.
3. Get PPE checked, maintained or replaced as appropriate.

4.2.5 Management of change (MOC)

A management of change process should be in place for all tasks.
MOC is an important tool in preventing accidents, incidents and near misses.
Tasks will normally commence and proceed in accordance with previously agreed procedures.
However, should unexpected changes in circumstance occur in the course of the task the MOC process
will be invoked at which time all relevant permits to work will be suspended.
The task should be stopped or suspended whilst the implications of the change are reviewed. If
appropriate, the RA should be reviewed before resumption of the task or the TBT revisited prior to
the suspensions of relevant permits to work being lifted.

4.2.6 Accident, Incident, Near Miss, Non-Conformance and Observations Reporting

All accidents, incidents, near misses, non-conformances and observations are to be reported as per
individual company procedures or as otherwise agreed.

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The objective of reporting is to establish the potential severity of the event and to ascertain
whether further investigation should take place to determine immediate and root causes of the
occurrence.
Investigations should be comprehensive and seek to identify and implement actions to prevent
recurrence. The Root Cause Analysis technique is a particularly powerful tool in achieving these
objectives.
Findings should be communicated to the parties involved and industry where relevant.
All accidents or incidents within the safety zone shall be reported as soon as possible to the Facility
and Operating Company Managers, in addition to other statutory requirements.
All accidents or incidents outside the safety zone shall be reported in accordance with applicable
regulations, Owner’s and other applicable procedures, and statutory requirements. As a courtesy
such events should also be reported to the Charterer having regard to potential reputational impact.
All incidents resulting in pollution of the marine environment, including spills or releases, must be
reported to appropriate regulatory bodies.

4.3 Potentially Hazardous Shipboard Operations

As part of their compliance with the ISM Code Owners will have identified potentially hazardous
operations on the vessels for which they are responsible.
Owners or Managers of vessels to which the ISM Code does not apply should ensure that its
provisions relating to HSSE matters are complied with as fully as is practical.
Typically, hazardous operations on shipboard may include, but are not limited to those listed in Table 1.
Depending on the requirements of the ISM system relating to particular vessels some of these
potential hazards may be grouped together, but the responsible Owner should ensure that all are
addressed using the risk management processes described in the earlier part of this Chapter.

4.4 Simultaneous Operations

In supporting offshore marine operations vessels may be required to participate in activities
involving offshore facilities or other vessels which could introduce potential hazards to personnel,
equipment or the environment.
Those responsible for managing such operations should ensure that the risk management
processes described earlier in this Chapter are complied with and that, where relevant,
representatives of the respective vessel management teams are fully involved or consulted.

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Table 1: Hazardous Operations

NATURE OF HAZARD FURTHER DETAILS
Entry into Enclosed or Confined Space Including entry into any Dangerous Spaces
General and Low Voltage Electrical Work
(Less than 1,000 Volts)
High Voltage Electrical Work Including work on switchboards, etc.
(1,000 volts and over)
Hot Work Including arc welding, cutting using gas or
grinders
Work involving Critical Machinery, Machinery or May include software maintenance or modifica-
Control Arrangements tions
Work on any systems containing stored energy Including pressurised systems or any arrange-
ments involving rigging under tension.
Work on Deck in Heavy Weather Particularly on vessels with low freeboard
Working At Height or Overside Working at any height where fall could result in
harm to personnel
Working outside the side rails around any open
deck.
Other Non-Routine Work Including, but not limited to, non-routine lifting
and hoisting operations.

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Contents

5 Certification, Training, Competency & Manning 5-1

5.1 Introduction.................................................................................................... 5-1
5.1.1 “KATE” ............................................................................................... 5-1
5.2 Certification and Competency Requirements ............................................. 5-1
5.2.1 General Maritime Personnel Certification........................................... 5-1
5.2.2 Other Maritime Personnel Certification .............................................. 5-1
5.2.3 Functional Competence ..................................................................... 5-2
5.2.4 Training, Experience Levels & Record Keeping ................................. 5-2
5.3 Team Competencies ...................................................................................... 5-2
5.4 Marine Personnel Competence Overview .................................................... 5-3
5.4.1 General Competence ......................................................................... 5-3
5.4.2 Operational Levels ............................................................................. 5-3
5.4.3 Vessel Competency Matrix ................................................................ 5-5
5.4.4 Application ......................................................................................... 5-6
5.4.5 MOU Moving Operations ................................................................... 5-6
5.5 Third Party Industrial Personnel Onboard Vessels ..................................... 5-9
5.5.1 General .............................................................................................. 5-9
5.5.2 Tank Cleaning Personnel ................................................................... 5-9
5.6 Dangerous and Noxious Liquid Cargoes ................................................... 5-10
5.6.1 Vessel Personnel ............................................................................. 5-10
5.6.2 On Shore Personnel ........................................................................ 5-11
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5 Certification, Training, Competency & Manning

5.1 Introduction
The intention of this Chapter is to make sure that offshore marine operations are performed to an
acceptable standard and in a controlled manner. The competence regimes in the industry are based
on both international and national regulating bodies, in addition to “Best Practices” and “Guidelines”.
This means that while Seafarers shall adhere to their Flag State requirements for their Maritime
Competence, other personnel have to comply with other requirements. This Chapter therefore focuses
on the competencies likely to be involved on mobile units and vessels supporting offshore
operations.

5.1.1 “KATE”

“Competency” has been defined as “acquisition of knowledge, skills and abilities at a level of
expertise sufficient to be able to perform a task to a required standard”.
It can be summarised in the acronym “KATE”:

Knowledge Ability
Training Experience

5.2 Certification and Competency Requirements

5.2.1 General Maritime Personnel Certification

Flag State requirements concerning all mandatory training and certification requirements in order to
serve as a Seafarer. E.G: Certificates of Competency, Safety Courses, Medical Certificates and
similar.
Compliance STCW requirements will be sufficient for these purposes.

5.2.2 Other Maritime Personnel Certification

In some instances certification relating to specialist functions may not fall within STCW
requirements and may be managed by bodies other than the vessel’s flag state.
In the case of offshore support vessels this is most relevant in the case of qualifications relating to the
operators of dynamic positioning systems, where the certification regime is managed by the Nautical
Institute and some other agencies.

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5.2.3 Functional Competence
This includes personnel having the required level of competency to support specialist functions which
may not be regulated by the Flag State.
Typically these would include banking cranes, rigging and slinging, winch operations, advanced
first aid training on stand-by vessels and many other similar functions.
Such competency levels, which should be based on both theoretical knowledge and practical
experience, relate to the vessel’s function in the activities it is supporting.

5.2.4 Training, Experience Levels & Record Keeping

In many cases course attendance will not be sufficient to acquire those skills which also require
practical experience of the work to be undertaken.
Owners should ensure that arrangements are in place to record both the training and experience of
personnel in relation to any task which may be undertaken on a facility or vessel. These
arrangements should be in a form that can easily be transferred between employers if required.
Individuals should ensure that such records which relate to them are updated and verified as new
skills are acquired.
In addition to normal operations, any training and experience should also relate to any emergency
situations which might arise as the task progresses.
It is the responsibility of the owners or managers of facilities and vessels to ensure that personnel
have the necessary competency and experience to undertake any tasks to which they may be
assigned.
Courses relating to any task may be arranged within the employer’s organisation, including
recorded “on the job” training, or by a competent external service provider. These may include
crew resource management and other training courses in a simulated environment.

5.3 Team Competencies

To accommodate training and personal development the competency of the overall marine team
involved in a particular operation should also be considered.
To promote training and sharing of expertise less experienced personnel should be teamed up with
those having a good understanding of the task being undertaken.
When considering the personal development of a seafarer Owners and Operators should
therefore endeavour to ensure that the individual concerned can work as part of an experienced
team.
This is equally important on offshore facilities as on vessels.

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5.4 Marine Personnel Competence Overview

5.4.1 General Competence

The STCW convention, together with its subsequent amendments, governs the majority of aspects
relating to the employment of seafarers, including qualifications, hours of work, physical health and
other conditions of employment. Compliance with STCW requirements should therefore be deemed
sufficient for maritime personnel serving on offshore support vessels.
All vessels should be manned in order to provide all specified contracted services, unless
otherwise stated in the charter party. The Master must ensure that all personnel comply with current
STCW Hours of Rest regulations at all times, and those relating to the MLC when this comes into
force.
Where, for example as a result of its size, the above provisions do not relate to a particular vessel
they should be complied with as fully as may be practical.
Minimum Safety and Security requirements are governed by Flag State requirements, and
therefore are not addressed in these Guidelines.
It is the Owner or Manager’s responsibility to man the vessel in such a way that in all circumstances
the crew are able to conduct the required operation in a safe manner. Therefore a thorough
assessment of intended operations should be undertaken. Charterers shall provide Owners with
sufficient information in a timely manner to allow these requirements to be met.
The Owner or Manager should assess the proposed manning level in order to ensure that the level is
suitable for the intended activities and, if necessary, make appropriate arrangements to ensure that
all operations likely to be involved can be safely undertaken.

5.4.2 Operational Levels

The introduction of Operational Levels is meant to draw focus from vessel capabilities to the
complexity of the operation itself. This means that competence requirements should reflect the
complexity of the operations within the contract “scope of work”, instead of, for example, the DP
Class of the vessel. It also means that if an AHTS vessel performs cargo runs, it is the cargo run that
is the essential criteria, and the competence requirement should reflect that.
These Operational Levels relate ONLY to Vessel Crew.
In order to set the right operational level, it is essential that the Charterer specifies in the “scope
of work” what kind of operations are to be expected during the contract period.
It is not desirable to “up man” and “down man” during the operation.
For longer term charterers the intended scope of work for the vessel, together with the process for
managing any changes to the scope throughout the charter period, should normally be included as
part of the charter party.

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5.4.2.1. Operation Level A

Basic operations - Not linked to vessel type
Function/Typical Operations

1. Operations outwith any safety zone

2. All response and rescue support.
3. Transits (including Towing) in order to do ANY JOB, this level must be met, as this is safe
manning (SMC) requirement from Flag State.
Manning: Safe Manning Levels
According to SMC and vessel’s safety management system.

5.4.2.2. Operation Level B

Standard Operations - Medium Complexity Function /
Typical Operations

1. Cargo operations within safety zone, including those supported by dual-role stand-by vessels.
2. Simple low-load anchor handling operations.
3. ROV operations outwith safety zone.

Manning Bridge

2 Fully Certified STCW Officers.

If required, winch operator as described in vessel’s SMS.
If operating on dynamic positioning bridge manning should consist of one operator certified in
accordance with the vessel class notation and a second who, as a minimum, has attended the basic
DP Induction course. Dependent on the qualifications and previous experience of the second
operator a period of equipment familiarisation in accordance with IMCA, MTS or equivalent
recommendations may also be desirable.
Engine
Not in UMS mode (active monitoring).
During these operations all machinery functions are to be actively monitored by the current watch-
keeping engineer from a location adjacent to the machinery space so that, should physical intervention
be required, the response time for such intervention is minimised.
Deck
Subject to Risk Assessment.

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Cargo or anchor handling operations will normally require 2 qualified seamen with appropriate
operational experience.

5.4.2.3. Operation Level C

Advanced Operations - High Complexity Function /
Typical Operations

1. Complex anchor handling operations, typically piggybacking, pre-laying or in deep water.

2. Close approach intership operations.
3. Subsea construction.
4. Diving Support.
5. Complex ROV operations, in close proximity to surface assets.
6. Simultaneous multi-Vessel Operations.
7. Vessel supported lifting operations within Safety Zone.

Manning Bridge

Subject to risk assessment, but likely to include: 2 Fully Certified STCW Officers.
If required, winch operator as described in vessel’s SMS.
If operating on dynamic positioning two fully certified DPO’s one of whom should be a SDPO and the
other a DPO in accordance with IMCA, MTS or equivalent requirements.
Engine
Not in UMS mode.
During these operations all machinery functions are to be actively monitored by the current watch-
keeping engineer from a location adjacent to the machinery space so that, should physical intervention
be required, the response time for such intervention is minimised.
Deck
Subject to Risk Assessment.
Anchor handling and other operations will normally require 2 qualified seamen with appropriate
operational experience.

5.4.3 Vessel Competency Matrix

The requirements of Operational Levels A, B and C in relation to bridge and engine room
personnel are summarised in Table 2.

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Table 1: Vessel competency matrix

MANNING OPERATIONAL LEVEL

A B C

2*WATCH KEEPING Bridge As per SMC and SMS 2xSTCW

Engine Room UMS (if so classed) Not UMS (active monitoring)

1 unlimited DPO or 1
DYNAMIC POSITIOING (if used) 1 Unlimited DPO a or 1 Restricted DPO b
unlimited DPO

Subject to risk assessment (likely to be minimum

Deck (marine) (excluding project personnel) As required
of 2)
a Unlimited SDPO or DPO as defined by IMCA, MTS or similar.
b Restricted DPO to have attended basic DP induction course and, if necessary, to have had appropriate
equipment familiarisation.

5.4.4 Application
The above recommendations relate to the majority of vessels supporting offshore operations.
However it is recognised that in certain circumstances, particularly in relation to smaller vessels
(typically less than 500 GRT) with restricted accommodation, compliance with these
recommendations may not be possible.
In such circumstances it is the responsibility of the vessel owner or manager to ensure that the
vessel is adequately manned with appropriate procedures for the function it is required to support.
Relevant flag state and local requirements should always be complied with.

5.4.5 MOU Moving Operations

Due to the nature of MOU moving operations participating personnel must additionally be familiar
with all aspects of such operations as follows:

5.4.5.1. Senior Watch Keepers in Charge of AH Operations

Senior watch keepers in charge of A/H operations require relevant expertise. Watch keepers
allocated to charge of operations with no previous A/H experience should perform at least 5 MOU
moving operations accompanied by an A/H experienced Master, or a suitable combination of rig
moves and simulator training in accordance with training matrix and experience log, before they may
command an A/H assignment. A/H experience gained in a chief officer role is acceptable.
Masters having previous A/H experience as Master or Chief Officer, but where this is more than 5
years ago, should have an overlap period of at least 14 days with an experienced A/H Master. At
least one A/H operation must be performed during this period.

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5.4.5.2. Officers
Officers involved in A/H operations also require relevant expertise. In particular officers must have a
full understanding of all safety aspects of anchor-handling especially with regard to safe use and
limitations of equipment.
Before participating in the A/H team associated with the MOU moving operation, deck or engineer
officers with no previous A/H operations experience should undertake a formal offshore and A/H
familiarisation course or programme. This can be a combination of deck and bridge experience in a
real or simulated environment Participation in any such programme should be recorded.
If supervising A/H work on deck, the officer must have A/H experience and be competent in A/H
procedures and guidelines, A/H equipment set-up and function, and be familiar with associated
hazards and risks.
Officers working on the bridge during A/H and may have tasks affecting the safety of those working
on deck shall be familiar with A/H deck work operations and the associated hazards and risks.

5.4.5.3. Vessel Winch Operators

Vessel winch operators should be competent in the winch, safety systems, functions and limitations.
Ship Owner should be able to document that appropriate “on the job” training or a course has been
given. A training certificate should be issued by Shipowner or a course centre.

5.4.5.4. Deck Crew

Personnel assigned independent work on deck during A/H operations should be familiar with
guidelines and procedures for this, and A/H safety. They should also be familiar with the use of
UHF/VHF radio.
Able seamen with no previous A/H experience must be trained in guidelines, procedures and safe
equipment use before assignment to independent A/H work on deck. All training is to be
documented.
At least one member of each deck watch should have performed a minimum of 5 MOU moving
operations.

5.4.5.5. Tow Master(s)

It is the responsibility of the organisation providing or employing a person to undertake the function
of Tow Master to ensure that the individual has the competency and experience to fulfil this
function.

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It is recommended that persons supporting this function should have participated in the moving of
mobile offshore units in the following capacities:
1. In relation to semi-submersible units acted as a stand-alone Barge Supervisor on such units
for a minimum of three (3) rig moves or as assistant Tow Master for a minimum of five (5) rig
moves. Both roles should be supervised by an experienced Tow Master.
2. In relation to self-elevating units acted as a stand-alone Barge Supervisor on such units for a
minimum of three (3) rig moves or as a assistant Tow Master for a minimum of five (5) rig
moves. Both roles should be supervised by an experienced Tow Master.
Recent experience gained as Master or senior watch keeper on vessels which have been
engaged in anchor handling operations of a similar nature should also be taken into account when
assessing the competency of a Tow Master. In this context “recent experience” should be taken as
being within the previous three years, though earlier experience may also be taken into account if
particularly relevant.
In addition, persons acting as Tow Master should have:
1. Relevant marine knowledge, experience.
2. Where necessary, appropriate qualifications which may include STCW certification.
3. Full understanding of the proposed operation, including any particular risks which might be
involved.
4. Appropriate knowledge of Geotechnical/Soil Conditions.
5. Knowledge of Offshore Meteorology and Forecasting.
6. Knowledge of DP Operations if relevant.
7. Knowledge of relevant international and local rules and regulations.
8. Ability to communicate effectively in English and/or local working language.

5.4.5.6. Marine Representative(s)

It is the responsibility of the organisation providing or employing a person to undertake the function
of Marine Representative to ensure that:-
1. The individual has the competency and experience to fulfil the function as it relates to the
particular operation.
2. The terms of reference for the role are fully understood.
3. The individual has been adequately briefed and has been provided with all relevant information.

5.4.5.7. Dual Responsibilities & Reporting Functions

Situations have arisen where the same individual is acting on behalf of two or more interested parties,
often involving both the Towmaster and Marine Representative functions.

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This cannot be considered as good practice, since the roles, responsibilities and reporting
functions of the individual involved are likely to be compromised.
Such situations should therefore be avoided wherever possible.

5.4.5.8. MOU Winch Operator

MOU winch operators should be competent in the winch operation, safety systems, functions and
limitations. MOU Owner shall be able to document that appropriate “on the job” training or a course
has been given.

5.4.5.9. Crane Operators (including Subsea Functions)

Crane operators must be certified and competent in the crane, safety systems, functions and
limitations.
Operational experience with cranes installed on the vessel or MOU is to be logged, including
operation of any heave compensation and/or other particular features provided.
Vessel or MOU Owner shall be able to document that appropriate training has been given. For
examples of training requirements refer to OMHEC standard or local equivalent.

5.5 Third Party Industrial Personnel Onboard Vessels

5.5.1 General
All personnel involved in the operation must be able to communicate in English or the agreed
common work language.
The vessel Master is responsible for the safety of the total complement of personnel onboard, the
vessel and its cargo. In order to be satisfied that any third party industrial personnel onboard are
competent for the roles they are expected to perform, employers should ensure that appropriate
documented proof is provided to the Master for such verification.
Contractors are required to adhere to the vessel safety management system, including risk
management processes as described in Chapter 4.

5.5.2 Tank Cleaning Personnel

The tank cleaning contractor shall nominate the foreman responsible for supervising the task.
The Foreman, as a minimum, must be able to speak English or the agreed working language, and
should also be able to communicate effectively with the labour under his supervision.
The tank cleaning personnel must be competent in the matters described below.

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5.5.2.1. Risk Assessment
The tank cleaner Foreman should be able to demonstrate to the Master that he understands the
principle and is capable of undertaking a RA relevant to the intended task.
All employees participating in the operation must be able to understand and adhere to the
outcomes of the RA.

5.5.2.2. Atmosphere Testing/Tank Entry

All tanks should be considered as “dangerous spaces” which, if appropriate precautions are not
taken, would represent a serious risk to personnel required to enter such compartments.
The tank cleaning Foreman must demonstrate to the Master that he is competent and qualified to
perform testing of the atmosphere in the tank to prove that it does not represent a threat to any
personnel who may be required to enter the space. If the foreman is unable to competently perform
atmospheric testing, a suitable chemist or other appropriate professional should be tasked with
verifying the safety of the atmosphere.
He must understand and know the safe and dangerous limits for oxygen, flammable and, if
relevant, the toxicities of the former or intended contents of the tank(s).

5.5.2.3. Emergency Response and Escape

The Tank Cleaning Foreman must demonstrate to the Master that the emergency response and
escape arrangements identified in the risk assessment are in place and available if required.

5.6 Dangerous and Noxious Liquid Cargoes

The carriage and handling of dangerous and noxious liquid cargoes by ship is governed by IMO,
and implemented by the different Flag States and Coastal States.
There are no specified competence standards covering the freight of dangerous and noxious liquid
cargoes on Offshore Supply Vessels.
Recommended competency levels for handling these cargoes are as follows:

5.6.1 Vessel Personnel

Masters, Chief Engineers and certain other Officers should have received suitable training relating
to SOLAS and MARPOL requirements which includes the relevant parts of the IBC Code as
referred to in A.673 (16) (Guidelines for the transport and handling of limited amounts of hazardous
and noxious liquid substances on offshore support vessels) appropriate to the vessels to which they
are assigned, the IMDG Code and the OSV Code where relevant.

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5.6.2 On Shore Personnel
Personnel working at the onshore base or on the offshore facility with responsibility for declaration
and shipment of dangerous or noxious liquid cargoes should have received similar training so that
they have a full knowledge and understanding of the requirements that vessels must comply with when
carrying such cargoes.

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Contents

6 Operational Communications & Meetings 6-1

6.1 Radio Communication Whilst at Facility ...................................................... 6-1
6.1.1 Radio Silence ..................................................................................... 6-2
6.1.2 New Technology ................................................................................ 6-2
6.2 General Communications ............................................................................. 6-3
6.3 Operational Meetings .................................................................................... 6-4
6.3.1 General .............................................................................................. 6-4
6.3.2 Operational Meetings ......................................................................... 6-5
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6 Operational Communications & Meetings

Offshore operations are often complex, involving many parties.
Experience has demonstrated that communication failures between the various parties are often
the root cause of many subsequent problems.
Where possible the Charterer should ensure that all parties involved come to an agreement
regarding the means of communication to be used and arrangements for operational meetings
appropriate to equipment available and activities to be supported. In some circumstances these
arrangements may be included in the charter party.
All required communications equipment is to be thoroughly tested prior to the commencement of any
operation and at regular intervals whilst it is in progress. Clear and reliable communications between
all parties involved are required to stop operations in the event of a dangerous situation developing.
Care to be taken that communications do not distract from the primary tasks.
All parties shall be able to communicate in English and/or another agreed common language. The
use of dialects which may be experienced in the course of typical offshore operations is likely to lead
to confusion and should be avoided.
All personnel interacting with facility/base must be able to communicate effectively.
Reference is made to Chapters 3 and 6 relating to communications between the various par- ties
involved.

6.1 Radio Communication Whilst at Facility

Maintain radio listening watches on the nominated channel in addition to appropriate emergency
and calling channels.
Where practical, communications between the facility deck and the vessel should be con- ducted
on a different channel to that used for general field or control room traffic, particularly when using
VHF communications. This will help to avoid confusion and enable warnings of potential dangerous
situations to be communicated more quickly.
If the vessel-facility communication link suffers failure or major interference, the vessel should stand
off until effective communications are restored.
Before operations commence, ensure there are good radio communication between vessel and
required facility stations.
During operations facilities should avoid unnecessary communications to vessels. Personal
communication to deck areas for example may be by UHF or VHF.
Where headsets are used, any headsets worn on deck must be set at a volume which allows other
sounds (waves, sea, cargo movements, warnings, etc.) to be heard.

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Due to the danger to personnel MF and HF radio transmissions are prohibited while alongside an
offshore facility. If this is necessary, the facility manager’s permission is required. If this is refused
and the requirement is urgent the Master must ask permission to leave the safety zone to use these
frequencies.
All VHF Radio’s should be used on low power.

6.1.1 Radio Silence

The facility’s requests for radio silence are to be complied with. Vessels should ensure all
conditions identified by the facility are observed.

6.1.2 New Technology

As technology develops the use of the following communication devices becomes more prolific. When
introducing any new means of communication care should be taken to risk assess the implication of
their use in the circumstances in which they might be employed.
Currently such systems include, but may not be limited to, the following:
1. Smart/Mobile Phones
2. E Mail/Messaging systems
3. Video Conference
4. Satellite Communications

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6.2 General Communications

General communications involving vessels and offshore facilities in the course of a typical voyage
are summarised in Figure 2

Figure 1: Communication Throughout Typical Voyage

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6.3 Operational Meetings

6.3.1 General
1. Appropriate cross-party cooperation and communication is essential to safe and efficient
operations.
2. For rapid resolution of significant issues, direct communication between parties must be
established through nominated individuals. The first line of offshore communication is between
vessel Master and the control room, who will consult other appropriate authorities on the facility.
3. Operating companies are responsible for establishing effective cooperation and communication
between supply chain parties. All involved should participate and deliver resolutions or
recommendations.
4. The Master is to keep all relevant parties informed of any issues, maintenance requirements or
breakdowns which may effect the operation of the vessel.
5. Meetings should be minuted, with minutes being forwarded to management and retained on file.

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Table 1: Operational Meetings

Responsible Operator / Logistics Service Provider

Participants Vessel Master, Chief Officer, Safety Delegate
& others as required

Owner Manager, Crane Operator, Safety

Delegate
Offshore Facility Operation Manager, Shipping
Manager, Vessel Coordinator, Quay
Foreman

Base

Operator
Logistics Companies
Purpose Teambuilding through contact and familiarity with each others’ work location
and tasks
Agenda HSSE matters, including incident or near misses reports
Variations from safe and efficient operations
Feedback on measures taken following undesired incidents or non-
conformances
Communication
Operational matters
Experience transfer
Improvement projects
Review minutes
Frequency Appropriate for the duration of the operation.

6.3.2 Operational Meetings

Cooperation and communication between relevant parties shall be regarded as a precondition for safe
and efficient operations.

Suggested attendees and agenda for operational meetings are summarised in Table 3.

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Contents

7 Operational Best Practice 7-1

7.1 Safe Access to Vessels ................................................................................. 7-1
7.2 Vessel Operational Capability ....................................................................... 7-1
7.3 Non-Routine Operations ............................................................................... 7-3
7.3.1 Weather Side Working ....................................................................... 7-3
7.3.2 Certain Lifting Operations .................................................................. 7-3
7.4 Software Management and Maintenance ..................................................... 7-4
7.5 Dynamic Positioning Arrangements ............................................................ 7-4
7.5.1 General Requirements ....................................................................... 7-4
7.5.2 Siting, Care and Maintenance of Local Reference Systems .............. 7-4
7.5.3 Optical Reference Systems, Environmental Degradation .................. 7-5
7.6 Simultaneous Operations (SIMOPS) ............................................................ 7-5
7.7 Towing Operations ......................................................................................... 7-5
7.8 Discharges from Facilities ............................................................................ 7-5
7.9 Offshore Transfer of Personnel to or from Vessels .................................... 7-6
7.9.1 Requirements .................................................................................... 7-6
7.9.2 General Preparations, Precautions and Procedures to be Observed. 7-6
7.9.3 Particular Preparations, Precautions and Procedures...................... 7-11
7.9.4 Further Guidance ............................................................................. 7-14
7.10 Security ........................................................................................................ 7-15
7.11 Operations in Environmentally Extreme Conditions ................................. 7-15
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7 Operational Best Practice

7.1 Safe Access to Vessels
Masters have a prime responsibility to ensure safe means of access to the vessel for which they are
responsible.
This implies a "duty of care" for all personnel seeking access to or egress from the vessel.
Where vessels are berthed alongside each other this guideline places the responsibility for
ensuring safe means of access between them on the outboard vessel, but both should co- operate
to ensure that personnel may transfer from one to the other in safety.
The provision of a safe means of access to ALL vessels, whether alongside the quay or "2nd, 3rd (or
more) off" is of the highest importance.
Failure to provide safe means of access will result in a dangerous situation with significant risk of
serious injury or death.
Best practices for ensuring safe access to vessels alongside others include:
1. Same level of safety for all accesses to vessels.
2. Change in height between vessels to be minimised.
3. Gangways and landing areas are to be adequately illuminated and free of trip / slip hazards.
4. Adequately supported hand-rails or -ropes are to be provided.
5. ALL arrangements to be stable and adequately secured.
6. Nets are to be provided and adequately secured.
7. Lifebuoy to be on hand in vicinity to the access.
Personnel should be instructed not to use any unsafe means of access.

7.2 Vessel Operational Capability

At all times it is the responsibility of the Master to assess the risks associated with any particular
activity the vessel may be requested to support. Where necessary, the Chief Engineer and other
responsible parties must also be consulted in making such assessment.
This assessment should include an assessment of any likely degradation in the vessel’s
manoeuvring and station-keeping capability in the event of a failure of any safety critical system(s) or
component(s), particularly in relation to the vessel’s ability to safely cease cargo operations and exit
the immediate vicinity of the facility should any such failure occur during the anticipated activities.
Any outcomes of this assessment must be advised to the Facility Manager prior to the
commencement of operations.

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Factors to be taken into account in making this assessment may include, but are not limited to:
1. Environmental criteria
Thresholds / trigger points at which continuing operations will be further reviewed to be
agreed with the Facility Manager.
2. The position that the vessel will be required to take up during proposed operation in relation to
the current environmental conditions at the facility.
Operations which will require a vessel to take up and maintain station on the up-weather side of
an offshore facility will most likely involve additional risk factors which must be taken into
account when undertaking this assessment.
3. The competency of the OOW to manoeuvre the vessel manually in the prevailing
circumstances should this become necessary.
4. Exit route from working location to open water clear of the facility and all adjacent structures.
5. Power distribution configuration, particularly relating to vessels with diesel-electric (or similar)
propulsion and manoeuvring arrangements
6. Power utilisation of critical manoeuvring arrangements when in the vicinity of offshore facilities.
Typically, where a vessel is required to take up and maintain station close to and on the
weather side of a facility the power utilisation of any manoeuvring thruster (including main
propellers) should not exceed 45%
7. Operations in the vicinity of assets considered to be at particular risk or where ability to safely
manoeuvre clear of the facility may be restricted.
Such operations may include, but are not limited to:-
a. Requirement for vessel to maintain station adjacent to assets containing hydrocarbons
which have no or minimal protection
b. Requirement for vessel to maintain station close to multiple facilities located in close
proximity to each other. Typically this would include offshore facilities where additional
drilling and/or accommodation units have been established to support particular
requirements.
Subsequent to the commencement of operations the Master must continuously monitor all factors
relating to the vessel’s station keeping capability. Should any of these change such that the station
keeping capability of the vessel changes, the Facility Manager should be advised without delay,
particularly if bulk transfers are in progress or are planned.
If, during the course of operations, the vessel is required to move from one face of an offshore facility
to another the circumstances should be re-assessed taking into account the factors summarised
above.

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If at any time circumstances change to the extent that maintaining station in the current position
relative to the facility represents an unacceptable risk the current operation should be suspended
forthwith and the facility manager advised accordingly, the objective being at all times to minimise
the risk of contact between the vessel and the facility.
Any concerns should also be communicated to the Owner and the Charterer’s representative.
Longer term concerns relating to station keeping at any offshore facility should also be
communicated to its Manager and also the vessel Owner.

7.3 Non-Routine Operations

From time to time a requirement may exist for vessels to support operations which, by their nature,
may be unusual or outwith the range of activities normally supported.
These Guidelines do not advocate that such operations should be curtailed or restricted, but seek to
draw attention to the additional risks which may be involved and to recommend that, when proposed,
appropriate specific task-based risk assessments, as described in Chapter 4 of this document are
undertaken by the personnel involved.
Operations which may be considered non-routine include, but are not limited to, the following:

7.3.1 Weather Side Working

Reference should be made to Section 8.11 for guidance relating to procedures if requested to take up
station on the up-weather side of an offshore facility.
If supporting operations at offshore complexes consisting of several structures located in close
proximity to each other, which may or may not be linked by bridges and may also include mobile
offshore units, Masters should be conscious of potential “drift on” situations developing in relation to
platforms or other units apart from that at which the vessel is presently located.

7.3.2 Certain Lifting Operations

Certain lifting operations involving the transfer of cargo between a vessel and an offshore facility
should not be considered as routine but should be the subject of a separate specific risk
assessment.
These include, but are not limited to, the following:
1. Operations requiring the use of a crane’s main block
2. Operations involving the lifting of long cargo items, particularly where it is necessary to use
two stinger pennants from the crane’s hook.
3. Operations which require personnel on the vessel to connect or release lifting rigging using
any means other than safety hooks.
4. Operations involving the lifting of cargo items where rigging has not been pre-installed.

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7.4 Software Management and Maintenance

The operation of a wide variety of equipment, some of which may be safety critical, on modern facilities
(including vessels) is dependent on software based control arrangements.
It is therefore essential that the management and maintenance of all such control arrangements is
subject to the same rigour as any other critical system installed on the facility or vessel.
Any subsequent changes or updates should then be controlled and recorded in the PM system as they
occur in order that a full audit trail of such amendments can be maintained, as happens in the case of
modifications or repairs to other equipment.

7.5 Dynamic Positioning Arrangements

7.5.1 General Requirements

Any vessel chartered and approved to maintain station by means of dynamic positioning within the
safety zone around any offshore facility, should observe and comply with the guidelines published
by IMO and supplemented by further guidance published by IMCA, MTS or similar trade
associations, as updated from time to time.
It is the responsibility of any Owner responsible for operating any DP vessel within the safety zone of
any offshore facility to ensure that these requirements are understood and complied with.

7.5.2 Siting, Care and Maintenance of Local Reference Systems

It is the responsibility of the “owner” of any local, radar or optically based reference system used to
support vessels maintaining station by means of dynamic positioning to ensure that it is correctly
sited on the facility and that suitable arrangements have been established for its care and
maintenance.
Where any component of a reference system which forms part of a vessel’s inventory is passed to an
offshore facility to support operations at that location a document package including information
regarding preferred siting of the component and its care and maintenance should be transferred at
the same time.
Where practical, reflectors used with optically based reference systems should be sited clear of
commonly used walkways or decks where containers are stored since the presence of retro-
reflective material on cargo items or PPE may result in false signals being returned to the sensor
arrangements on the vessel.

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7.5.3 Optical Reference Systems, Environmental Degradation

In fog, mist, falling snow, heavy rainstorms or other conditions similarly restricting visibility the
performance of optically based systems may be seriously degraded. Depending on wind direction
discharges from the facility may have a similar effect.
If selected as one of the position reference systems for a vessel maintaining station by means of
dynamic positioning the personnel responsible for monitoring and operation of these arrangements
should be aware of the potential for their degradation in such circumstances.

7.6 Simultaneous Operations (SIMOPS)

Simultaneous operations in this context refer to circumstances where two or more vessels are
supporting activities within a facility’s safety zone at the same time or operating elsewhere in
circumstances whereby actions undertaken by one may have affect the other(s).
Any hazards likely to arise during such operations should be addressed using the risk management
process, as described in Chapter 4 of these Guidelines.

7.7 Towing Operations

Please refer to Chapters 11 & 12 for further information relating to towing operations.

7.8 Discharges from Facilities

Masters must cease operations and move clear of the facility if at any time there is any concern
whatsoever that discharges from any facility are posing a threat to the wellbeing of any personnel on
the vessel, affecting visibility or compromising the performance of optical reference systems.
Any such concerns must be reported immediately to the Facility’s Manager where it should be
followed up as a matter of urgency.
Some facilities may be fitted with “auto-dump” or “auto-vent” arrangements designed to automatically
empty tanks to sea or purge pressurised systems to atmosphere if certain threshold values are
exceeded. Wherever practical such arrangements must be disabled whenever vessels are
approaching or working alongside the facility, and their status advised to the vessel as part of the
pre-operational checks.
Where this is not practical, the status of all relevant systems must be checked by the facility prior to
giving the vessel permission to enter the safety zone to assess the likelihood and consequences
of such an event occurring. The vessel must be advised of the outcome of this check and the
Master, at his sole discretion, will decide whether the facility can be safely supported in the prevailing
circumstances.

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These arrangements should continue to be checked at frequent intervals whilst the vessel remains
alongside.

7.9 Offshore Transfer of Personnel to or from Vessels

7.9.1 Requirements
Circumstances may arise where it is necessary to transfer personnel to or from a vessel whilst it is
offshore. These may include requirements for personnel to be moved between an offshore facility and
the vessel involved, or between it and another in the vicinity.
The preferred means of effecting such transfers will normally be by helicopter or, where conditions
are suitable, by specialised small craft subject to the facilities and / or vessels involved being suitably
equipped and personnel having had the correct training. Alternatively, where the vessel is providing
accommodation support in close proximity to an offshore facility a gangway or bridge link between the
two will normally be provided.
Such transfer methods will be the subject of specific risk assessments and particular requirements,
precautions, procedures and, where appropriate, combined operations safety cases will have been
developed. These are therefore seen as being planned activities, consideration of which is outwith the
scope of these Guidelines.
A requirement to transfer personnel may arise, however, when the methods described above are not
available, necessitating the use of other arrangements. The equipment used for this purpose may
include:
1. Transfer baskets or other forms of carrier lifted by a crane on the facility.
2. Other small craft where no such arrangements exist.
The remainder of this sub-section relates to the preparations required and procedures to be
observed when using such equipment.

7.9.2 General Preparations, Precautions and Procedures to be Observed

7.9.2.1. Risk Management

The risk management process, as described in Chapter 4 of these Guidelines, should be
complied with whenever transfers of personnel are being contemplated.
In some instances transfers by means other than helicopter may take place on a regular basis, being
considered the safest or most practical means of moving personnel from one location to another.
Typically, such operations will involve the use of small craft specifically designed for the purpose to
move personnel between offshore facilities and / or vessels, all of which have been provided with
docking arrangements designed and constructed for that purpose and compatible with those on
the craft in use. Typical examples are the “surfer” ladders in use in many benign areas of operations,
where the bow of the craft is engaged into the guides

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of the landing which hold it in place allowing personnel to safely step from one to the other. Similar
arrangements are utilised on many small offshore structures, including wind turbines.
In such circumstances, whilst the full risk management process should be complied with prior to the
commencement of operations, it should not be necessary to undertake this exercise before each
transfer. However, arrangements should be in place to ensure that prior to each transfer the
personnel are properly briefed as to the precautions to be observed.
Furthermore, the original risk assessment should be reviewed at frequent intervals to ensure that the
outcomes remain valid. If, for any reason, this is no longer the case the entire process should be
repeated.
Where other equipment or arrangements are proposed, including the use of lifted transfer baskets
or the use of small craft not specifically designed for the purpose it is unlikely that such a generic
approach will be acceptable. The full risk management process may therefore be required before
each operation, though a series of transfers involving the same equipment and principal personnel
may be considered as a single operation.

7.9.2.2. Authorisation for Personnel Transfers

The personnel transfers described in this section of these Guidelines should be the subject of
approval by the persons in charge of the offshore facilities and/or the vessel(s) involved.
Where transfers by means other than helicopter take place on a regular basis and are considered
the safest or most practical means of moving personnel from one location to another authorisation for
each such activity is unlikely to be required. However, as described above, the original risk assessment
should be reviewed at frequent intervals to ensure that the outcomes remain valid. If, for any reason,
it is considered prudent to repeat the entire risk management process further transfers using the
method involved should be the subject of renewed authorisation.
Where other equipment or arrangements are proposed it is unlikely that such a generic approach
will be acceptable. Each operation should be individually authorised, though a series of transfers
involving the same equipment and principal personnel may be considered as a single operation.

7.9.2.3. Consent for Transfer

Personnel requested to transfer between offshore facilities and / or vessels by the methods
described in this section of these Guidelines should be made aware of the risks involved,
together with precautions and procedures to be observed.
On having received the relevant briefing personnel should positively indicate their willingness to be
transferred by means of the method proposed, or, alternatively, refuse without sanction.

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7.9.2.4. Suitability of Equipment

All equipment utilised to transfer personnel between offshore facilities and / or vessels by the
methods described in this section of these Guidelines should be fully fit for purpose and in
compliance with the regulations of the jurisdiction in which the operation takes place.
Further recommendations relating to specific items of equipment are included in the relevant
sections below.

7.9.2.5. Storage and Maintenance of Equipment

All equipment utilised to transfer personnel between offshore facilities and / or vessels by the
methods described in this section of these Guidelines should maintained and stored in accordance
with the manufacturer’s instructions.

7.9.2.6. Experience and Competency of Supervisors and Operators

Overseeing supervisors and operators of equipment involved in the transfer personnel be- tween
offshore facilities and / or vessels by the methods described in this section of these Guidelines
should have had previous experience of the operations involved and have been assessed as
competent to undertake the tasks assigned to them.
This includes, but is not limited to the following functions:
1. Supervisors of operations.
2. Crane Drivers, where transfer is by basket or carrier.
3. Coxswains, where transfer is by small craft.
4. Attendant personnel, including deck or craft crews.

7.9.2.7. Access to and Egress from Transfer Areas

Access and egress routes to or from the transfer area on the offshore facility or vessel should be
clearly marked, dry, and clear of all obstructions or trip hazards. Where necessary, a non- slip
coating should be applied to steel decks or other alternative arrangements put in place.

7.9.2.8. Communications
The means of communication between the various personnel involved in the transfer operations will
have been identified during the risk management process.
All such means of communication should be in place and their correct operation verified prior to the
commencement of any transfer activities.

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7.9.2.9. Clear View of Transfer Areas

Wherever possible personnel supervising the activities described in this section of these Guide- lines
should have a clear view of all phases of the entire transfer operation.
Further recommendations relating to specific transfer methods are included in the relevant
sections below.

7.9.2.10. Capacity of Basket, Carrier or Craft

The capacity of any basket, carrier or craft used in the course of the activities described in this section
of these Guidelines will be determined by the manufacturer of the equipment.
This capacity should not be exceeded at any time.

7.9.2.11. Personal Protective Equipment and Effects

Personnel being transferred by any of the methods described in this section of these Guide- lines
should be provided with appropriate personal protective equipment.
Dependent on the area where the transfer takes place such equipment may include:
1. Watertight immersion suit.
2. Thermal protection.
3. Lifejacket or Buoyancy Aid.
Inflatable lifejackets or buoyancy aids are normally to be preferred.
Inherently buoyant marine lifejackets provided to comply with SOLAS requirements are bulky
and likely to obstruct movement.
4. Personal Locator Beacon, where detection and tracking facilities available
Personnel should be given a briefing regarding the correct donning and use of the equipment. Before
boarding the basket, carrier or craft it should be checked by the person supervising the transfer.
Personnel should not wear any clothing or carry any items which could restrict their mobility or
interfere with the correct operation of any protective equipment.
In some cases a small quantity of personal effects may be included with the transfer of personnel.
However, this will involve additional space and/or weight requirements which should be taken into
account when assessing the available capacity of the basket, carrier or craft.
If carried, such effects should be stowed and secured in such a manner that escape routes are not
obstructed.

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Where the simultaneous carriage of personnel and their effects would compromise the capacity of or
obstruct escape from the basket, carrier or craft arrangements should be made for each to be
transferred separately.
In general, the policies, practices and equipment relating to the transportation of personnel by
helicopter are also relevant to the transfers described in this section of these Guidelines.

7.9.2.12. Compliance with Supervisor’s Directions

Personnel being transferred by any of the methods described in this section of these Guide- lines
should comply with the directions of the Supervisor overseeing the operation.

7.9.2.13. Availability of Rescue Facilities

Whilst personnel are being transferred by any of the methods described in this section of these
Guidelines suitable rescue facilities should be available at immediate notice.
Where a stand-by vessel is in attendance, if not directly involved in the transfer operation, its Master
should be advised and requested to bring his rescue facilities to an immediate state of readiness.
If no such vessel is in attendance, or is itself involved in the transfer operation, alternative
arrangements, which may involve fast rescue boats or craft installed on other vessels, should be
identified and agreed before the persons in charge give the necessary authorisation.

7.9.2.14. Environmental Restrictions

The transfer of personnel by the methods described in this section of the Guidelines should not be
undertaken where the environmental conditions were such that increased risk would be incurred.
Typically, such operations should not proceed where the prevailing conditions include one or more of
the following:
1. Wind speeds in excess of 20 knots (10 metres / second) at height of 10 metres above sea
level.
2. Significant wave heights in excess of 2.5 metres.
3. Horizontal visibility of less than 500 metres.
4. Heavy accumulations of snow or ice on landing areas, access and egress routes, etc.
Further restrictions relating to specific transfer methods are included in the relevant sections below.
Furthermore, these operations should not normally take place in hours of darkness. Where this is
deemed essential by the relevant persons in charge additional precautions are likely to be required,
which may include, but are not limited to, the following:

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1. Ensuring that illumination of all transfer areas in adequate.

2. Ensuring that lifejackets or buoyancy aids are fitted with high intensity strobe lights.
3. Ensuring that retro-reflective tape on overalls or immersion suits is not obscured.
Transfer operations undertaken outwith environmental limits or in the hours of darkness should be the
subject of a full risk assessment process and specifically authorised by the persons in charge on the
relevant offshore facility and/or vessel(s).

7.9.2.15. Record Keeping

The persons in charge on the offshore facility and/or vessel(s) should ensure that full particulars of
any transfers as described in this section of these Guidelines is recorded in the relevant log-books and
that the register of personnel on board the facility or vessel(s) is revised as soon as possible.

7.9.3 Particular Preparations, Precautions and Procedures

Recommendations relating specific preparations required together with the precautions and
procedures to be observed relating to each of the means for effecting personnel transfers
described in this section of these Guidelines are as follows:

7.9.3.1. Use of Transfer Baskets or Carriers lifted by Facility Crane

This sub-section relates to the use of baskets or other carriers lifted by the cranes on an
offshore facility to transfer personnel between it and a vessel close alongside.
Recommendations which should be observed include:
1. Any cranes to be used for this purpose should comply with rules or codes in force within the
jurisdiction where the operation will be undertaken.
These may vary from area to area but particular attention should be paid to hoisting and
braking arrangements.
2. Baskets or carriers to be used for this purpose should also comply with the rules or codes in
force within the jurisdiction where the operation will be undertaken.
3. All equipment to be used for this purpose should be thoroughly inspected by competent
persons at periodic intervals, as required by the rules or codes of the jurisdiction within which
they will be used.
4. In general, baskets or carriers incorporating a rigid frame which provides protection for
occupants are preferable.
Baskets or carriers which do not incorporate this feature may only be acceptable for
emergency use in some jurisdictions.

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5. Baskets or carriers should be rigged or otherwise fitted out in accordance with manufacturer’s
instructions.
6. A basket or carrier should be fitted with sufficient buoyancy to support the unit itself and its
occupants in the event of entering the water.
Buoyancy should be distributed to prevent inversion should such an event occur.
7. Baskets or carriers should be visually inspected by a competent person before each operation
to ensure that all rigging, fixtures and fittings remain fit for purpose and secure.
8. Clear lift-off and landing areas should be identified on facility and vessel. Such areas should as
a minimum:
a. Within a radius from centre of 1.5 x basket diameter be free of obstructions or trip
hazards.
b. Outwith the lift-off / landing area there should be no obstructions extending more than 4
metres above the deck within 8 metres of its centre and beyond this, within a distance of 20
metres from the centre within an arc of 180º.
9. Appropriately briefed personnel should be in attendance for both lift-off and landing to assist in
controlling the movement of the basket or carrier at these critical phases of the operation.
In particular, such personnel should be briefed in the use of the attached tag lines.
10. Any other work in the vicinity of the lift-off and landing areas should be suspended whilst the
transfer is in progress.
11. In addition to the environmental restrictions referred to above, transfers of personnel using
baskets or carriers should not proceed when the prevailing conditions include:-
a. Vertical visibility of less that 100 metres
b. Air temperature of -10º Celsius, particularly if wind is also present.
12. Prior to the commencement of the transfer the Master should confirm that the vessel is
stationary and that its station keeping arrangements are fully operational.
13. Throughout the course of the transfer the crane driver should have a clear and unobstructed
view or the carrier or basket and its occupants.
If, for any reason, this is not possible an experienced banksman should direct the crane driver.
The banksman should be clearly identified and visible to the crane driver at all times.
14. The route of the transfer should be planned so that the basket or carrier is always well clear of
any exhausts, discharges or obstructions.
15. After the basket or carrier is lifted from the deck of the facility the crane should be slewed so
that it is over the water, whereupon it is lowered to a height of approximately 2 metres above
the vessel’s cargo rail. The basket or carrier should then be moved to a position over the
designated landing area on the vessel before being finally lowered onto its deck.

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Transfers from the vessel to the installation should follow the reverse route.
16. The basket or carrier should always be lowered with the hoisting mechanism engaged.
Free-fall or non-powered lowering should not be used except where the hoisting mechanism
fails whilst the basket or carrier is occupied.
17. If considered necessary a person experienced in this method of transfer may accompany other
personnel who may be less familiar with it.
18. A small quantity of personal effects can be carried in some types of baskets or carriers, but not
in others.
If carried, such items should be stowed and secured in such a way that escape routes from the
basket or carrier are not obstructed.
19. Personnel to be transferred should only approach and board the basket when instructed by the
supervisor.
On boarding, personnel should secure themselves in the basket or carrier as instructed during
the preparatory briefing.
20. On landing on the deck of the facility or vessel personnel should release themselves and
disembark the basket only when directed by the supervisor.
They should then clear the immediate area using the route indicated.
21. Personnel not directly involved in the transfer should remain in a safe haven well clear of the
operation, except as otherwise directed by the supervisor.

7.9.3.2. Use of Small Craft

This sub-section relates primarily to the use of other small craft deployed from a larger host vessel
to transfer of personnel between vessels. Such craft may typically include the following:
1. Fast rescue boats mobilised on vessels in compliance with SOLAS requirements.
2. Fast rescue craft or daughter craft mobilised on stand-by vessels.
3. Small work-boats mobilised on a variety of vessels.
Recommendations which should be observed include:
1. Personnel transfers involving only vessels should not take place within the safety zone around
any offshore facility.
2. The relevant facility management teams should be advised of the intention to undertake any
such transfer, together with the Masters of any attendant response and rescue vessel, if itself
is not directly involved in the operation.
3. Any craft to be used for this purpose should comply with rules or codes of the host vessel’s
flag state or those of the jurisdiction where the operation will be undertaken.

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4. Any craft to be used for this purpose should be thoroughly inspected by competent per- sons
at periodic intervals, as required by rules or codes of the host vessel’s flag state or those of the
jurisdiction where the operation will be undertaken.
5. Any craft used for this purpose should be constructed with a rigid or semi-rigid hull. Fully
inflatable craft are not normally acceptable for this purpose.
6. If permanent fendering or similar arrangements are not incorporated into the hull design
suitable portable fenders should be provided.
7. Sufficient buoyancy to support the craft itself and its occupants in the event of swamping
should be installed.
8. Craft fitted with self-righting arrangements are to be preferred.
9. If practical, where the principal propulsion consists of a single engine and drive train an
auxiliary system should be provided, for use should the principal arrangements fail.
10. Where the vessels involved are equipped with identical craft, with the same means of
deployment and recovery being installed on both, “davit to davit” transfers are to be preferred.
11. Where fitted, permanent rigid ladders should be used, subject to their being in good condition.
Typically, such arrangements are fitted on cargo barges and similar units.
12. Where such ladders are not fitted or are in poor condition portable ladders may be provided.
Portable ladders supplied for this purpose should comply with IMPA requirements.
13. Stanchions, hand-holds and other arrangements to facilitate the safe transit of personnel from
the ladder to the deck of the vessel and vice versa should comply with IMPA requirements.
14. Personnel to be transferred should only board the craft when instructed by the supervisor. On
boarding, personnel should take their seats and secure themselves as instructed during the
preparatory briefing or as directed by the Coxswain.
15. Whilst in transit personnel being transferred should remain seated or move around with
caution.
16. On arrival at facility or vessel personnel should disembark the craft only when directed by the
Coxswain. They should then follow the directions of the supervisor.
17. Personnel not directly involved in the transfer should remain clear of the operation, except as
otherwise directed by the supervisor.
Whilst the recommendations above relate principally to small craft deployed from a larger host vessel
they may also be appropriate for other craft capable of autonomous operation.

7.9.4 Further Guidance

Further guidance relating to the transfer of personnel between offshore facilities and / or vessels may
be found in the documents listed in Table 4.

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Table 1: Further Guidance

SOURCE DOCUMENT PARTICULARS

NUMBER (If Known) TITLE

IMCA M202 Transfer of Personnel to and from Offshore Vessels

7.10 Security
The vessel and / or facility is to comply with ISPS where there is a requirement and any
additional coastal or flag state requirements.

7.11 Operations in Environmentally Extreme Conditions

Guidance on operations in environmentally extreme conditions is included in Appendix 7 - A.

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Contents

8 Collision Risk Management 8-1

8.1 Safety Zones .................................................................................................. 8-1
8.2 Bridge Team Organisation and Management .............................................. 8-1
8.2.1 Competencies .................................................................................... 8-1
8.2.2 Distractions ........................................................................................ 8-1
8.2.3 Situational Awareness ....................................................................... 8-2
8.2.4 Awareness of Environmental Conditions............................................ 8-2
8.2.5 Hand-Overs ....................................................................................... 8-2
8.2.6 Precautions Against Fatigue .............................................................. 8-2
8.3 Approaching Location ................................................................................... 8-3
8.4 Selection of Station Keeping Method ........................................................... 8-3
8.5 Pre-Entry Check Lists.................................................................................... 8-4
8.6 Change of Control Station or Operating Mode ............................................ 8-4
8.7 Setting Up Before Moving Alongside ........................................................... 8-4
8.8 Use of Dynamic Positioning ......................................................................... 8-5
8.9 In Operating Position ..................................................................................... 8-5
8.10 Change of Operating Location...................................................................... 8-5
8.11 Weather Side Working ................................................................................... 8-6
8.12 Requests to Stand-By for Further Instructions, Etc. ................................... 8-6
8.13 Extended/Protracted Cargo Handling Operations....................................... 8-6
8.14 Departure and Commencement of Passage ................................................ 8-6
8.15 Field Transits ................................................................................................. 8-7
8.16 Other Recommendations to Minimise Collision Risk ................................. 8-7
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8 Collision Risk Management

Vessel Owners and Masters should ensure that any operations which involve approaching, working
alongside and departing from any offshore facility are at all times undertaken in accordance with the
best practices described below.

8.1 Safety Zones

Most offshore facilities will be protected by the establishment of a safety zone around the
structure, unit or vessel.
The best practices described in this document have been developed on the presumption that such a
safety zone exists but it should be noted that some offshore facilities, particularly vessels, may not be
protected by such a zone. However, it is strongly recommended that when attendant vessels are
approaching any offshore facility the practices described in this Section should be observed,
irrespective of whether a safety zone has been established around the facility.

8.2 Bridge Team Organisation and Management

It is the responsibility of vessel Owners and Masters to ensure that the team directing operations
on the bridge has the necessary experience for proposed operations such that all activities can be
undertaken in a safe and expeditious manner.
Matters which may require particular consideration include, but are not necessarily limited to those
below:

8.2.1 Competencies
At any time competencies of personnel available within the bridge team should comply with those
identified in the relevant operational level for the current activities, as described in Chapter 5 of these
Guidelines.

8.2.2 Distractions
Each member of the bridge team should be able to concentrate on his primary responsibilities.
Other activities should only be undertaken when they will not compromise such responsibilities. Any
members of the team who find themselves in a situation where primary responsibilities are being
compromised by additional activities should immediately cease such activities, drawing this to the
attention of the senior watchkeeper.

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8.2.3 Situational Awareness

Typically, modern marine equipment installations include a variety of aids to provide bridge team
members with navigational information necessary for the safe operation of the vessel.
However, maintenance of a visual watch at all times remains an important part of the bridge team’s
responsibilities and should not be overlooked.

8.2.4 Awareness of Environmental Conditions

The bridge team should use all means at their disposal to ensure that they remain aware of
prevailing environmental conditions.
They should also be aware of any “trigger points” which have been identified in relation to any
operations presently being undertaken.
In the event of environmental conditions changing such that the threshold levels in “trigger points”
are (or are likely to be imminently) exceeded the bridge team should assess whether current
operations can continue or should be suspended until circumstances improve.

8.2.5 Hand-Overs
Adequate arrangements should be in place to ensure that at the change of each watch each
member of the bridge team is able to give his relief a complete briefing regarding the status of present
activities and the vessel’s current operational status.
In some circumstances, where complex operations are being undertaken clear bridge team relief
procedures should be in place to ensure positive hand-over. Consideration may be given to
arranging for members of the bridge team to be relieved at different times to ensure continuity of
awareness within the team.
Requirements for written record of hand-overs, to be signed off by all watchkeepers, may exist for
some circumstances which should be described in the vessel’s SMS manual.

8.2.6 Precautions Against Fatigue

In all but the most extraordinary circumstances international legislation relating to hours of work
and rest periods should be complied with.
Certain operations may require an unusually high level of control for extended periods. Personnel
involved in such operations are therefore required to maintain an unusually high level of
concentration with the result that early on-set of fatigue is likely. In such circumstances
arrangements should be made for the relevant personnel to be relieved more frequently than might
be normal practice.
Operations where such arrangements might be prudent should be identified at the early plan- ning
stage and appropriate measures put in place at that time.

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Operations likely to fall into this category should be risk assessed to ensure that the provisions of the
Manila Amendments to the STCW Convention, 2010 are adhered to.

8.3 Approaching Location

Wherever practical, when approaching any facility vessels should set a course which is off-set from it,
at a tangent to the safety zone, as shown in Figure 3.
This course should take the vessel to a position where it can be set up for intended operations and the
check lists completed in a drift-off situation.

8.4 Selection of Station Keeping Method

Following an assessment of the operations to be supported together with the prevailing and forecast
conditions, the most appropriate method of station keeping whilst in the vicinity of the offshore facility
will be selected at the discretion of the Master or senior Watchkeeper on duty at the time.

Figure 1: Approach to Facility

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The choice of station keeping method should be advised to the facility as part of the pre-entry
process.

8.5 Pre-Entry Check Lists

Prior to entering the safety zone at any facility the pre-entry check list for the vessel should be
completed. Completion of these check lists should be viewed as a safety-critical function.
A typical example of such a check list is included as Appendix 8 - A to this document.
Each check list should be signed off by ALL watch-keepers. Copies should be retained on file for
audit for a limited period - c. 3 months.
Where laminated check lists are in use an entry should be made in the vessel’s log of each such
use, together with a summary of the outcomes.
Electronic copies of signed-off check lists will be acceptable and should be filed in a suitable
manner.

8.6 Change of Control Station or Operating Mode

Whenever control of a vessel is transferred to another station or a different operating mode is
selected it should be ensured that all manoeuvring arrangements are responding as anticipated prior
to undertaking any operations in the close proximity of an offshore facility, another vessel or other
obstruction.

8.7 Setting Up Before Moving Alongside

Vessels should set up in the vicinity of the face to be worked on the appropriate heading at a
distance from the facility of not less than 1.5 ship’s lengths in a drift-off situation or 2.5 ship’s lengths
in drift-on circumstances.
When setting up to work in a drift-on situation the vessel should not be directly up-weather and/ or up-
tide of the facility.
The set-up position should also take into account any obstructions in the vicinity of the intended working
location.
Prior to moving from the setting up to the working location sufficient time should be allowed to
ensure that all station keeping arrangements are stable and environmental factors can be fully
assessed. It is suggested that a minimum of 10 ˜ 15 minutes is allowed for this or as otherwise
required by vessel’s operating procedures.

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8.8 Use of Dynamic Positioning

Section 8.7 above relates to all vessels, and further requirements may relate to those maintaining
station by means of dynamic positioning.
Vessel specific directions and guidance relating to the use of dynamic positioning facilities for station
keeping will be included in operating procedures prepared by the equipment manufacturer and / or
Owner. These should be complied with at all times.
Further guidance is included in Section 7.5 of these Guidelines.

8.9 In Operating Position

Whilst alongside the facility power consumption, thruster utilisation and environmental factors must be
monitored on a regular basis, particularly if working on a weather face.
Similarly, actions required to depart from the facility at short notice, should this be necessary, should
be continuously reviewed. The exit route to depart from the immediate vicinity of the facility should
be reviewed at the same time.
If, for any reason, there is any concern regarding the vessel's ability to maintain position operations
must be suspended and the vessel manoeuvred to a safe position clear of the facility. Such action is
at the sole discretion of the Master or senior Watchkeeper.
Please also see guidelines relating to “Vessel Operational Capability” included in Section 7.2 of these
Guidelines.

8.10 Change of Operating Location

Where it is necessary for the vessel to move from one working location to another such movement
should be carefully planned and executed.
Wherever practical, risks associated in moving between locations should be assessed and
personnel instructed accordingly.
Wherever practical, if moving from one working face to another the vessel should avoid passing up-wind
and / or up-current of the facility. It should move well clear of the facility, move to the appropriate
setting up location and carry out the setting up procedure described above prior to moving into the
new working position.
The facility should be kept fully advised regarding the progress of any move between working
locations.
If available, a consequence analyser may be used in simulation mode as an aid in assessing the
implications of moving from one working location to another, However, the availability of this aid
should never be considered as a substitute for the proper planning and implementation of such a move
so that it is executed in a safe and controlled manner.

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8.11 Weather Side Working

Any potential requirements to work on the weather side of a facility must be risk assessed as
described in Chapter 4 of this document prior to moving into the set-up position and continu- ously
thereafter until the relevant operations have been completed.
When preparing to work a weather face, the vessel must not set up directly to windward of the
facility, but in a drift off position so that in the event of a power failure whilst setting up the vessel will
drift clear of the facility.
Where, at any location, tidal or other currents are significant, similar precautions should be
observed.

8.12 Requests to Stand-By for Further Instructions, Etc.

The risk of contact between an offshore facility and a vessel operating are increased if the two remain
in close proximity for extended periods.
If, therefore, for any reason operations at a facility cannot be completed and a vessel is re-
quested to stand by for further instructions, cargo, etc. it should move to a location at a safe
distance from the facility and in a drift off position.
When returning to an operating location the pre-entry checks and set-up procedures as de- scribed
above should be repeated.

8.13 Extended/Protracted Cargo Handling Operations

The potential risk of contact between any vessel and facility is reduced when the time that the vessel
is in close proximity to the facility is minimised.
It is the expectation that the facility personnel will plan operations to minimise this time along- side,
but should the Master believe that this is not the case, resulting in the vessel having to remain
alongside for protracted periods this should be brought to the attention of the person in charge of
operations at the facility.
Where performance reporting arrangements have been made by the Charterer such events should
also be reported through this channel.

8.14 Departure and Commencement of Passage

In all cases a safe exit route should be selected, taking the vessel well clear of all hazards,
including any other vessels and to leeward of the facility.
In all cases changes in operating mode from position keeping to passage making should not take
place within 1.5 ship’s lengths of the facility if departing from the lee side, or within 2.5 ship’s
lengths if departing from the weather side.

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Furthermore, if departing from the weather side such changes in operating mode must only be
implemented in a drift off position.

8.15 Field Transits

Some offshore developments may consist of a number of independent facilities.
In some instances vessels which are not supporting or undertaking operations within the safety zones
around such facilities may be required to pass through the development.
When making such a field transit courses should be planned so that, where practical, the vessel
passes at a distance of at least 1 nautical mile from each facility and any operations which might be
in progress in its immediate vicinity.

8.16 Other Recommendations to Minimise Collision Risk

Other recommendations to minimise the risk of contact between offshore facilities and their
attendant vessels are included throughout the remaining chapters of these Guidelines.
These do not appear in this Chapter since it is considered they are more appropriate in the general
context of the subjects in which they are included.

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Contents

9 Logistics and Cargo Handling Operations 9-1

9.1 Cargo Planning .............................................................................................. 9-1
9.1.1 Compliance with Legislation .............................................................. 9-1
9.1.2 Notification of any Unusual Cargo Items ............................................ 9-1
9.1.3 Deck Space Management, Back Load Cargoes ................................ 9-1
9.2 Cargo Plans .................................................................................................... 9-2
9.3 Sailing Instructions ....................................................................................... 9-2
9.4 Weather Forecasts ......................................................................................... 9-3
9.5 Dispatch of Vessels ....................................................................................... 9-3
9.6 Potential Dropped Objects ............................................................................ 9-3
9.7 Stowage and Securing of Cargoes in Containers ....................................... 9-4
9.8 Refrigerated Containers, Disconnection at Offshore Facilities ................. 9-4
9.9 Tubular Cargoes ............................................................................................. 9-5
9.9.1 General Guidance .............................................................................. 9-5
9.9.2 “Round Tripped” Tubular Cargoes ...................................................... 9-5
9.10 Main Block Operations .................................................................................. 9-6
9.11 "Cherry Picking" ............................................................................................ 9-6
9.12 Other Potentially Hazardous Practices ........................................................ 9-7
9.13 Unusual Cargo Items Loaded Onto Vessel Decks....................................... 9-7
9.14 Tag Lines ........................................................................................................ 9-8
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9 Logistics and Cargo Handling Operations

This Section includes guidance on best practice for logistics and cargo handling operations which
should be complied with by all the relevant parties involved in the course of a typical voyage to and
from the offshore destination(s).

9.1 Cargo Planning

9.1.1 Compliance with Legislation

When planning to load any cargo, on or under deck, on an offshore support vessel it is the joint
responsibility of Charterer, Owner, Master and Base Operator to ensure that the proposed vessel is
fully fit for purpose and in compliance with all relevant requirements relating to the safe carriage of
the goods or products concerned.
Compliance with relevant international legislation, together with the rules or codes of the vessel’s flag
state and those of the regional authorities in its present area of operations is included in this
requirement.
The Charterer, Owner, Base Operator and Master should ensure that all personnel who may be
involved in the loading or discharge of cargo are appropriately qualified and competent in the
handling and carriage of the goods or products involved. This requirement also extends to other
personnel who may be mobilised to provide any support services which might be necessary,
including surveyors and other quality assurance specialists.
Whilst these responsibilities relate particularly to the carriage of dangerous goods and in-
flammable, noxious or otherwise hazardous liquid products they also relate to all other cargoes carried
on offshore supply vessels

9.1.2 Notification of any Unusual Cargo Items

Where there is an intention to ship any unusual cargo items on an offshore supply vessel, the Base
Operator should advise the relevant Master in a timely manner in order that any risks associated
with the shipment can be properly assessed and appropriate preparations made.
Items falling into this category are referred to in Sections 7.3.2 and 9.13 of these Guidelines.

9.1.3 Deck Space Management, Back Load Cargoes

Congestion on the cargo decks of both vessel and offshore facility can result in the develop- ment of
situations hazardous to personnel or equipment.
Except where rigorous planning of logistics support is in place or where previously agreed and
confirmed in sailing instructions it is considered good practice for a vessel to arrive at an offshore
facility with approximately 10% of its useable deck clear and ready to receive initial

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back-load. This allows sufficient space to be cleared on the facility’s deck before any cargo is taken up
from the vessel. Wherever possible, this clear deck space should be contiguous.
Subject to discussion with the Master this recommendation may be waived at the last facility at which
cargo is back-loaded onto the vessel prior to its return to base when all deck space may be utilised,
but only on the understanding that it will not subsequently be diverted to support another offshore
location on its inward voyage.

9.2 Cargo Plans

In the course of the initial loading at its shore base(s) the Master should ensure that a record of the
cargo loaded on board is maintained. This should show the locations of the “blocks” of cargo for each
facility to be supported during the forthcoming voyage, together with number of lifts in each block and
other relevant details.
Locations of any unusual cargo items should be clearly indicated.
The cargo plan may be further supported by photographs of the vessel’s deck.
There is normally a requirement for this plan to be forwarded to the Base Operator on completion of
loading, who will subsequently arrange for it to be forwarded to the facilities to be supported in the
course of the subsequent voyage.
The plan should be updated as the voyage progresses.
A typical deck plan is illustrated in Appendix 9 - A of these Guidelines. Other examples, based
on electronic software packages exist, and may be more easily transmitted through the
communications channels in use.
A table or drawing showing the contents of the vessel’s under-deck cargo tanks should also be
prepared and forwarded to the Base Operator as described above.

9.3 Sailing Instructions

Prior to a vessel being dispatched on any voyage delivering cargoes to one or more offshore facilities
the Base Operator or Logistics Service Provider, in conjunction with the Charterer, should furnish it
with a comprehensive set of sailing instructions.
These instructions may include, but are not limited to the following:
1. Cargo Manifest which includes details of items loaded on the vessel.
2. Any specific information regarding cargoes on board, including:
a. MSD Sheets
b. Particular hazards associated with any cargoes.
c. Particular precautions relating to the care of any cargo.
3. Routing for voyage.

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4. Facilities data cards, if not already held on board.

5. Reporting requirements.
6. Any changes in contact details.
7. Any other special instructions or relevant information.

9.4 Weather Forecasts

Arrangements should be made with a reputable weather forecasting service provider, experienced in
the preparation of offshore forecasts, to prepare and promulgate weather forecasts extending,
where practicable, up to 5 days for the relevant locations.
Such forecasts will generally be arranged by the Charterer and should be made available to
Masters of all vessels operating on its behalf.
The weather forecasting service provider may also be able to prepare more specialised information
on request, including longer term forecasts, met-ocean statistical analyses, etc. if this is required for
any particular purpose.
It is also the Master’s responsibility to ensure that forecasts from other publically available sources
can be received on board and taken into account in voyage planning.

9.5 Dispatch of Vessels

Where forecasts received indicate prolonged periods of adverse weather at the offshore locations to
be supported on a particular voyage such that it is unlikely that any of the intended sites can be
worked safely, the Master(s) and Charterer should agree that the dispatch of any vessels involved
should be deferred until anticipated conditions improve.
In the event that a vessel is dispatched in such circumstances the Master may, at his sole
discretion, elect to take an indirect route to reduce the risks to the ship, its personnel and cargo,
or to proceed to a sheltered location to await an improvement in conditions the offshore locations.
In this context “prolonged period” should be taken as period exceeding approximately 1 day where it
is unlikely that any work could safely be undertaken at any of the relevant offshore locations in the
forecasted conditions.

9.6 Potential Dropped Objects

Unsecured objects being dislodged or falling from cargo items represent a risk to personnel,
equipment and the environment throughout the supply chain. At all stages in the supply chain
items should therefore be thoroughly inspected prior to transfer from one stage to the next. Potential
dropped objects identified during these inspections should be removed and reported.

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Objects which constitute this risk include, but are not limited to:
1. Loose tools used when servicing equipment included in or forming part of the cargo item.
2. Foreign objects in or on containers, including in fork lift pockets.
3. Ice formed when water entrained in a cargo item freezes.
When loading or discharging any deck cargo the personnel involved should therefore move to a safe
haven well clear of the intended load path until it is safe to approach the item, or it is no longer above
the vessel’s deck.
Where practical and safe to do so items on the deck should be inspected for potential dropped objects
after loading and again before discharge at the offshore facility or onshore base.
Any such objects identified during these inspections should be removed if safe to do so and an incident
report submitted through the appropriate channels. If the object(s) cannot be safely removed the
cargo item should be quarantined pending a full assessment of the risks which may be involved in
discharging it, either at the offshore facility or quayside.

9.7 Stowage and Securing of Cargoes in Containers

Failure to correctly secure cargo items shipped in containers, either open or closed, can pose serious
risk to personnel and equipment, including:
1. Injuries being sustained by crew members when attempting to secure the loose items.
2. A change in the centre of gravity of the lift due to the movement of loose items within the
container could result in its being significantly out of level.
This may result in the loss of contents from the container.
Handling of the load, particularly when landing, will also be made much more difficult.
The proper packing and securing of cargo within any container is therefore a safety matter of the
highest importance.
Any person who has reason to believe that the correct procedures have not been followed or
satisfactory arrangements installed should “stop the job” until remedial measures have been
implemented.

9.8 Refrigerated Containers, Disconnection at Offshore Facilities

From time to time refrigerated containers may be used to deliver provisions to offshore facili- ties.
Such containers may have their own self-contained refrigeration unit, but more usually electrically
powered units will require connection to receptacles on vessels which have been specifically
installed for this purpose.
Specific check lists may relate to the carriage of such items which should be completed by the relevant
personnel.

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Where such container(s) are used it is important that they are not isolated for significant periods since
the temperature may rise to such an extent that the contents thaw and have to be condemned.
It is therefore recommended that when preparing to discharge this type of container at an off- shore
facility the power supply should be isolated, disconnected and removed only from those items to be
delivered to that facility. The power supply may remain connected to refrigerated containers intended
for other destinations.
In some circumstances it may be necessary to isolate, disconnect and remove the power supply
to those containers to be delivered to an offshore facility prior to entering its safety zone.

9.9 Tubular Cargoes

9.9.1 General Guidance

General guidance relating to best practices when transporting tubular cargoes is included in
Appendix 9 - B attached to this document.

9.9.2 “Round Tripped” Tubular Cargoes

It is recommended that when tubular cargoes remain on the vessel for successive voyages to an
offshore facility the following practices be adopted to prevent incidents:
1. Lifting arrangements should be checked to ensure that they are correctly installed prior to
loading any other similar items “on top”.
Such checks should include:
a. Correct leads of all parts of lifting arrangements.
b. Presence and correct installation of securing arrangements (bulldog grips, velcro straps, tie-
wraps, etc.).
c. Adequacy and suitability of above securing arrangements.
2. Prior to lifting any bundles from the vessel deck at the offshore facilities a check should be
made of BOTH ends of the lifting slings to ensure that they are correctly set up for the lift.
Where appropriate a risk assessment of the discharge of such items should be undertaken and the
outcomes included for discussion in the subsequent tool box talk.

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9.10 Main Block Operations

Cargo items will normally be transferred between a vessel’s deck and an offshore facility using the
auxiliary hoist (otherwise known as the whip line) of the latter’s crane(s).
From time to time, however, where the weight of the item to be transferred exceeds the capacity of the
auxiliary hoist the crane’s main hoist must be used.
Should this be necessary an intermediate pennant of sufficient safe working load should be
installed on the hook(s) of the main block enabling personnel to connect or release the lifting rigging
on the cargo item without having to approach or attempt to manoeuvre the block itself.
Where practical, this intermediate pennant should be of sufficient length such that the height of the
main block when the lifting rigging is connected or released is always approximately 5 metres above
the cargo rails at the side of the main deck, or the highest adjacent item of cargo if this extends above
the cargo rail.
Any requirements to undertake operations of this nature should be advised to the vessel(s) in- volved
in sufficient time for the appropriate task-specific risk assessments to have been made. Operations
should not commence until the vessel has confirmed that these assessments have been completed
and personnel briefed as to any particular precautions to be observed.

9.11 "Cherry Picking"

“Cherry Picking" may be defined as being "selective discharge of cargo from within the stow". The
term "cherry picking" includes:
1. Cargo lifting arrangements not being directly accessible from deck level.
2. Breaking stow from an open location with no clear and secure access / escape route(s) to
adjacent safe havens.
3. Any requirement for personnel to use unsecured ladders or to climb on top of other cargo or
ship's structure and to enter any container to connect lifting arrangements is prohibited at all
times.
Masters who may be asked to undertake any of the above should “stop the job”.
To minimise the risk of "cherry picking" every effort should be made prior to commencement of
loading to ascertain which, if any cargo items are of high priority.
Vessels will be advised accordingly and cargo should be stowed in such a manner that any high-
priority items can be discharged directly on arrival at their destination.
Such cargoes are to be indentified before cargo is loaded onto the vessel.

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9.12 Other Potentially Hazardous Practices

The following practices may also be potentially hazardous and should be individually risk assessed:
1. Moving other cargo on deck of vessel to gain access to a particular item.
2. Lifting cargo containers to deck of facility, stripping the same and returning to the vessel, the
vessel being required to remain alongside the installation throughout.
It should be appreciated that such practices may introduce increased risks due to:
a. Additional lifting operations, involving increased risk to personnel.
b. Vessels having to remain close adjacent to the facility for extended periods, involving
increased risk of collision.
Masters who are asked to undertake either of the above should challenge any such requests, drawing
attention to the additional risks outlined above.
Furthermore, before proceeding with any of the activities referred to above a thorough risk assessment
should be undertaken and the outcomes included for discussion in any subsequent tool box talks.
Where frequent requests to support operations of this nature are received from a particular facility
concerns relating to the risks involved should be raised with the Manager and the Charterer.

9.13 Unusual Cargo Items Loaded Onto Vessel Decks

From time to time requirements may exist for unusual items to be loaded onto the deck of
offshore support vessels.
Examples of such items include, but are not limited to, the following:
1. Modules or large fabricated items associated with offshore construction projects.
2. Very long items, including tubulars, flare booms, crane booms or similar, which, because of
lifting geometry require the use of 2 stinger pennants on the crane hook.
3. Any items which have not been pre-slung prior to shipment.
Such items may have unusual dimensions, be unduly heavy or have high footprint loads, have unusual
means of support and their transportation may have been the subject of a specific engineering
assessment. In addition, connection and release of the lifting rigging may pose particular risks for
personnel on the vessel.
In this context any cargo items not carried in conventional shipping units such as containers,
baskets, tanks or racks should be considered “unusual”.

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The Master of the vessel proposed for the carriage of any such items should be notified of the
intention to load them on his vessel sufficiently in advance for the potential risks associated with
their loading, carriage and discharge to be fully assessed.
Please refer to Chapter 3 for further information relating to specific responsibilities relating to this
matter.

9.14 Tag Lines

In general, it is recommended that the use of tag lines should be avoided.
However, it is recognised that their use may be advantageous in handling some of the cargo items
referred to above, and also that they are in general use in certain parts of the world.
Guidelines for their make-up and use is therefore included in Appendix 9 - C.

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Contents

10 Bulk Cargo Operations 10-1

10.1 General Requirements................................................................................. 10-1
10.2 General Precautions .................................................................................... 10-1
10.3 Bulk Operations in Port & at Facility .......................................................... 10-2
10.3.1 Vessel Responsibilities at the Facility .............................................. 10-2
10.3.2 Facility Responsibilities .................................................................... 10-3
10.4 Preparations Relating to Transfer of Dry Bulk Materials .......................... 10-3
10.5 Hose Usage .................................................................................................. 10-4
10.6 Hose Marking Connections........................................................................ 10-4
10.7 Bulk Hose Handling Procedures at Facility ............................................... 10-4
10.8 Hose Securing Arrangements .................................................................... 10-5
10.9 Bulk Transfers of Common Liquids ............................................................ 10-5
10.9.1 Cargo Fuel (Marine Gas Oil) ............................................................ 10-6
10.9.2 Potable Water .................................................................................. 10-6
10.10 Bulk Transfers of Special Products ............................................................ 10-6
10.10.1 Shipper ............................................................................................ 10-6
10.10.2 Operating Company and Base Operator ......................................... 10-6
10.10.3 Master.............................................................................................. 10-7
10.10.4 Characteristics of Some Special Liquid Products. ............................ 10-7
10.11 Attendance of Facility Personnel During Bulk Transfer Operations ........ 10-8
10.12 Back-Loaded Liquid Bulk Cargoes............................................................. 10-8
10.13 Transfer of Noxious Liquids During Hours of Darkness ........................... 10-8
10.14 Tank Cleaning............................................................................................... 10-9
10.14.1 Preparations .................................................................................... 10-9
10.14.2 Operations ..................................................................................... 10-10
10.14.3 Completion of Tank Cleaning ......................................................... 10-11
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10 Bulk Cargo Operations

10.1 General Requirements
Cargoes carried in bulk on offshore support vessel include dry products in powder form together
with various types of oil and water based muds, base oils, brine and numerous other chemicals
transported in liquid form.
Attention is drawn to Chapter 3 which emphasises, that when planning to load any cargo,
including those consisting of bulk powders or liquids onto an offshore support vessel, the various
parties involved have several joint responsibilities, including ensuring that:
1. The proposed vessel is fully fit for the purpose intended.
2. It is fully in compliance with all relevant legislation, rules and codes relating to the carriage of the
relevant goods or products.
3. Appropriate procedures for the loading, carriage and discharge of the products are in place.
4. The personnel involved have relevant experience and competencies.
Bulk cargo transfer is potentially hazardous and must be done in a controlled manner.

10.2 General Precautions

In undertaking bulk cargo operations the following precautions should be observed:-
1. The pressure ratings of all components of the transfer system should be verified to ensure that
they are appropriate for the proposed operation.
2. Prior to commencement, agreement shall be reached between all relevant parties, including
vessel, base, facility or roadside tanker regarding the pressure rating to avoid overpressure.
3. The protocols for control of the transfer operation are to be agreed by all parties involved.
4. Communications arrangements are to be agreed and to be tested prior to the commencement of
the operation and at frequent intervals as it proceeds.
5. If communications are lost, Stop the Job
6. Shipper and receiver should confirm quantities to be transferred and subsequently monitor at
regular intervals.
7. Shipper and receiver to agree on rates of delivery and densities of cargo being transferred.
8. Relevant personnel must be readily available and nearby throughout transfer operations.

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9. At facility the Master or senior OOW must ensure he can see bulk hose(s) at all times and
not be distracted away from these. Particular attention should be paid during hydro- carbons
transfers that proper consideration is taken of potential hazards when carrying out concurrent
cargo operations.
10. Each party shall give sufficient warning prior to changing over tanks and communicate when
changes have occurred.
11. Do not close valves against a cargo pump
12. If at any point vessel Master, shipper, OIM or any other person have concerns relating to the
safety of the transfer operation it must be terminated.
13. Unregulated compressed air should not be used to clear any bulk hoses back to the vessel
since this may damage tanks.
14. Compressed air should not be used to clear hoses used for the transfer of any hydro- carbon
based products since an increased risk of explosion will result.
15. Do not transfer any other liquids using potable water hoses.
16. Before use flush potable water lines through to clear any residues.
17. Hoses must remain afloat at all times through use of sufficient floating devices.
18. Use of self-sealing weak link couplings in the mid-section of the hose string is recom-
mended.
19. Avoid use of heavy sections of reducers or connections at hose ends.
20. The hose from the facility should not be connected to the vessel until both have agreed that all
preparations have been completed and that the transfer can commence immedi- ately after
connection has been satisfactorily completed.

10.3 Bulk Operations in Port & at Facility

Flow charts illustrating the processes involved in handling of bulk cargoes both in port and at the
offshore facility are included in Appendix 10 - A.
Particular responsibilities associated with such operations are described below.
A check list which should be completed prior to commencing any transfers of bulk cargoes is
included in Appendix 10 - B.

10.3.1 Vessel Responsibilities at the Facility

Before offloading bulk cargo confirm the following with facility:
1. Communications protocols have been agreed and in particular party whose “STOP” it is.
2. Quantity of bulk to be offloaded.
3. Hoses and connections, colour codes and dimensions.

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4. Rigged hose lengths are adequate.

5. Procedures for venting and blowing through hoses.
6. Facility is ready to receive cargo; all valves and vents are open and correct tanks lined up.
7. Emergency shut down procedures are in place and crew familiar with these.
Ensure that:
1. All pollution prevention equipment is in place, as per SMPEP.
2. All manifold valves are in good condition.
3. The person in charge cannot or will not be distracted from the operation.
4. Facility under-deck lighting is adequate.
5. Dry bulk vent line positions are identified.
Master shall submit to the designated contact person:
1. All receipts where applicable, including meter-slips, for cargoes transferred.
2. Any other relevant documentation and information.

10.3.2 Facility Responsibilities

Ensure that:
1. Communications protocols have been agreed and in particular party whose “STOP” it is.
2. Hoses, manifolds and valves are visually inspected, maintained and replaced as required and /
or in accordance with the planned maintenance system.
3. Slings and lifting points are visually checked and replaced as required.
4. Hoses are lifted by a certified wire strop on a certified hook eye fitting.
5. Under-deck lighting adequately illuminates the transfer hose and vessel.
6. Appropriate flotation systems are intact and in place.

10.4 Preparations Relating to Transfer of Dry Bulk Materials

The following recommendations are included to supplement those in the flow-charts included in
Appendix 10 - A.
It is recommended that procedures should be adopted as follows:
1. Prior to confirming that a vessel is ready to transfer any dry bulk cargoes it should be
verified that all on-board preparations have been completed.

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This includes a requirement to ensure that, where relevant, all elements of the system have
been vented to atmospheric pressure.
2. When transferring dry bulk cargoes to or from vessels personnel responsible for deliver- ing the
product should confirm that those responsible for receiving it have completed all relevant
preparations.
Assumptions that preparations have been completed can be dangerous and must be avoided.
Relevant check lists are to be completed as required by the parties involved.
3. When transferring dry bulk cargoes to or from vessels care should be taken when decid- ing the
sequence and manner in which the various valves are opened to avoid the risk of inadvertently
over-pressurising any elements of the system.
4. It will be appreciated that the handling of dry bulk materials involves systems contain- ing
large volumes of pressurised air. The stored energy in such systems is therefore
considerable and the potential for serious personal injury in the event of failure is high.
5. All personnel involved in such operations must therefore comply with all relevant proce- dures
and to ensure that all checks have been satisfactorily completed prior to confirming their
readiness to deliver or receive the product.

10.5 Hose Usage

General guidelines regarding the usage and care of offshore bulk hoses are included in Appendix
10 - C.

10.6 Hose Marking Connections

Further information relating to hose marking, usage and connections are included in Appendix 10 - E.

10.7 Bulk Hose Handling Procedures at Facility

It is recommended that the following procedures be adopted during receipt and handling of bulk
hoses at the offshore facility.
1. The vessel should take up position and confirm readiness to receive the hose.
2. Except where other arrangements are in use the Crane Operator on the facility lowers the hose
to the vessel, holding the hose against the ship’s side and at a height that allows the crew to
catch and secure it to the vessel’s side rail, keeping the hose end clear of the crews' heads.
Where other arrangements exist the appropriate procedures should be followed.

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3. Once secure, the hose end is lowered inboard of the rail and the crane hook discon-
nected.
4. When the hook is clear, the crew install the hose on the appropriate connection on the ship's
manifold.
5. Uncoupling is the reverse of the above procedure.
6. After releasing any self-sealing connection it should be visually inspected by the deck crew
to ensure that it is fully closed and is not passing any liquids.
Vessel crews should be reminded that hose couplings should, whenever possible, avoid con- tact
with the ship’s structure. The integrity of the couplings should be monitored by visual inspection of
the painted line on the couplings, where applied.
In marginal weather greater care than normal is needed by the vessel to avoid over running the hose
especially if deck cargo is also being worked. Consideration should therefore be given to working
bulk only in such circumstances.

10.8 Hose Securing Arrangements

Section 10.7 above describes the general principles of handling bulk hoses at offshore facili- ties.
However, these often require personnel securing the hose(s) to work underneath or in very close
proximity to the suspended hose for some time whilst completing the arrangements used to secure the
hose.
Any arrangements which reduce the time personnel are required to work in close proximity to the
suspended hose, or avoid this altogether should be investigated.
Appendix 10 - C includes a description of arrangements which are relatively simple, requiring only
minor modifications on any vessel and none on the facility other than the rigging of a soft strop at a
suitable distance from the end of the hose. Whilst, when it is being passed to the vessel personnel
still have to work in close proximity to the suspended hose when securing it, the time required is
much reduced. On recovery, personnel are required to disconnect from the manifold and connect
the crane hook to the recovery pennant, but thereafter further intervention is not normally required.
Other arrangements having similar objectives have also been developed.
Further proprietary arrangements have been developed, for example those illustrated in Ap- pendix
10 - D. These also involve minimal modifications to the vessel and have been used successfully in
some operational areas. Whilst undoubtedly minimising risks associated with hose handling even
further such arrangements are likely to be more complex, requiring fairly extensive modifications on
both vessel and facility. The flexibility to utilise vessels not equipped with the particular features
required will therefore be reduced.

10.9 Bulk Transfers of Common Liquids

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10.9.1 Cargo Fuel (Marine Gas Oil)

Establish a sampling and receipting procedure when transferring fuel.
Sampling taken in accordance with MARPOL Annex VI will normally suffice for these opera- tions.
However, in some circumstances more rigorous sampling procedures may be required. Any such
requirements should be included in the Master’s sailing instructions and should al- ways be complied
with.

10.9.2 Potable Water

Specific national or charterer’s requirements may apply to the carriage, storage and transfer of
potable water.
The Charterer, Owner and Master should ensure that any such requirements are understood and
complied with.

10.10 Bulk Transfers of Special Products

Special care must be taken to follow correct procedures when transferring special products which
include but are not limited to methanol and zinc bromide.
Appropriate risk management procedures should be in place when transferring special prod- ucts.
Reference should be made to Chapter 4 of this document, with particular attention being given to PPE
required for personnel involved.
When transferring these products the following should be observed:

10.10.1 Shipper
1. Provide full details of product(s) being shipped, including details of all precautions to be taken
when handling.
2. Staff to be on site throughout to advise on pumping, handling, earthing and discharge of tanks.
3. Provision of appropriate fire fighting equipment, where relevant.

10.10.2 Operating Company and Base Operator

1. Nominate berth after liaising with harbour authority, fire brigade and harbour police or security.
2. Ensure sufficient cooling or drenching water is available.
3. Cordon-off area, with signs posted to indicate a hazardous area.

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10.10.3 Master
1. Should complete a ship to shore safety check with shipper.
2. Must authorise loading.
3. If required, ensure a permit to work is in place before any loading operations can be conducted.
4. Ensure vessel’s restricted zone is clear, fire hoses are rigged and SMPEP equipment is ready for
action before commencing loading.

10.10.4 Characteristics of Some Special Liquid Products.

Whilst the shipper should provide full details of any products being shipped characteristics of some of
the more common chemicals which may be shipped in bulk liquid form are included below.

10.10.4.1. Methanol
Particular characteristics of this product are as follows:
1. Burns with no visible flame in daylight conditions.
2. Readily or completely miscible with water.
3. Is a class 3 substance with noticeable odour.
4. Is highly flammable, with a flashpoint below 23°C.
5. Can evaporate quickly.
6. Has heavier than air vapour that may be invisible, and disperses over the ground.
7. Can form an explosive mixture with air, particularly in empty unclean offshore containers.
8. Experiences pressure increase on heating, with the risk of bursting followed by explosion.
9. Is very toxic, and possibly fatal, if swallowed or absorbed through skin. Symptoms may not
appear for several hours.
10. Can cause significant irritation of the eyes.

The following specific precautions should be observed when transferring this product:
1. Ensure that integrity of system is intact, including all relevant certification which should be
valid and in-date.
2. During bulk methanol transfer, smoking and the use of ignition sources are prohibited.
3. During electrical storms (lightning) operations should be terminated.
4. Free deck space around bulk loading / discharge stations so that coverage of foam monitors is
not obstructed.

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5. No other operations to be undertaken when handling this product.

10.10.4.2. Zinc Bromide

Zinc Bromide is a highly corrosive and environmentally contaminating product.
Due to its corrosive nature, protection against injury from exposure to it is essential.
Information provided by the shipper should be used when undertaking risk assessments involving
the carriage of this product to determine the appropriate level of PPE which should be used.

10.11 Attendance of Facility Personnel During Bulk Transfer Operations

Whilst vessels are connected to offshore facilities by hose(s) for the purpose of delivering bulk
commodities to facilities it is important that, in the event of a change in the operating
circumstances developing, personnel on the facility remain available at all times to disconnect the
hose(s) at short notice.
Failure to disconnect the hose(s) in a timely manner should circumstances change during bulk transfer
operations could well result in significant risk of injury to personnel and/or damage to assets or the
environment.
The crane operator and deck crew on the facility shall therefore remain readily available, contactable
and nearby throughout transfer operations.
In the event that any such personnel are required to leave the vicinity of operations for any reason
the vessel should be immediately advised. The vessel bridge team in conjunction with the facility
manager should assess current and anticipated operational risks. It is the Master’s decision as to
whether the vessel remains connected to the facility pending restoration of the required level of
support.

10.12 Back-Loaded Liquid Bulk Cargoes

Please refer to Appendix 10 - F for further details.

10.13 Transfer of Noxious Liquids During Hours of Darkness

It is recognised that it will be necessary to transfer hydrocarbon or other noxious liquids during the
hours of darkness, particularly in higher latitudes in the winter months.
For clarity, these Guidelines do not advocate that such operations should be curtailed or restricted,
but seek to identify the additional risks involved in such transfers and to make appropriate
recommendations to manage such risks.
It is recognised, for example, that leaks are most likely to occur in the early phases of any transfer
operation as connections become pressurised.

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Once all aspects of the transfer operation have been stabilised leaks are less likely to occur.
It is therefore recommended that, wherever practical, the following practices may be adopted in
relation to the bulk transfer of hydrocarbons (or other recognised marine pollutants) during the hours
of darkness:
1. Adequate artificial illumination of the operational areas on the facility, the vessel and the water
between them should be provided.
2. Additional high-visibility and / or reflective panels on the hoses (or their buoyancy elements)
are recommended.
3. All preparations for the transfer to completed in daylight, where practical.
4. Careful check to be made for leaks, etc on vessel, facility and connecting hose as transfer
commences.
5. Transfer may continue into the hours of darkness, provided that the entire area and associated
equipment is adequately illuminated to an acceptable standard.
In the event that the transfer continues a careful watch of the connections and hose should
be maintained throughout.
It is recommended that hydrocarbons or other noxious products should not be transferred
simultaneously in these circumstances.
6. On completion of the transfer extra care should be taken when breaking the connection and
returning the hose to ensure that the risk of spillage on completion of the operation is also
minimised.
General precautions to be observed regarding safety of personnel working on deck during the hours of
darkness should continue to be implemented.

10.14 Tank Cleaning

10.14.1 Preparations

10.14.1.1. Risk Assessment

The Tank Cleaner Foreman must demonstrate to the Master that he understands the principles and, if
necessary, has undertaken a risk assessment relevant to the intended task.
The outcomes of the risk assessment should have been addressed in the subsequent tool box talk
prior to commencing the task.

10.14.1.2. Protective Equipment

Personnel working in the tank shall wear the appropriate PPE as identified in the risk assess- ment,
COSHH or equivalent assessment and MSDS.

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10.14.1.3. Atmosphere Testing/Tank Entry

All tanks should be considered as “dangerous spaces” which, if appropriate precautions are not
taken, would represent a serious risk to personnel entering them.
The Tank Cleaning Foreman must demonstrate to the Master that the atmosphere in the tank has
been tested to prove that it does not represent a threat to any personnel who may be required to
enter the space. He must also be able to demonstrate that any equipment utilised for this purpose has
been used in accordance with the manufacturer’s instructions.
The results of the atmosphere testing should be recorded on the permit or other agreed document.

10.14.1.4. Communications
Communication system between all personnel within tank and at access must be agreed, tested
prior to commencement of cleaning activities and checked at frequent intervals until all persons have
exited the tank on completion of operations.
A stand by person at each tank will almost always be required. This person should be competent and
trained to take the necessary action in the event of an emergency.
Effective means of ship/ship and ship/shore communication shall be established and maintained
throughout the tank cleaning operation.

10.14.1.5. Emergency Response and Escape

The Tank Cleaning Foreman must demonstrate to the Master that the emergency response and
escape arrangements identified in the risk assessment are in place and available if required.

10.14.1.6. Check List

A typical example of a check list which should be completed prior to the commencement of tank
cleaning operations is included in Appendix 10 - G.

10.14.2 Operations

10.14.2.1. Control
Although the tank cleaning operation is conducted by a contractor under control of the contractor’s
supervisor the safety of the operation remains the responsibility of the Master. The operation
should be continuously monitored by a designated responsible vessel person who should stop any
operation that he considers unsafe.

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10.14.2.2. Atmosphere Testing

Regular tank atmosphere testing by competent personnel from both the vessel and tank-
cleaning contractor must be undertaken both prior to commencement of cleaning activities and
checked at frequent intervals until all persons have exited the tank on completion of operations.
Equipment utilised to conduct these tests of the tank atmosphere must be used in accordance with
its manufacturer’s instructions.

10.14.2.3. Simultaneous Operations

Where simultaneous tank cleaning and other operations i.e. cargo operations, are undertaken then
suitable safety precautions must be in place. Interfaces between vessel’s officers, tank cleaning
and quay supervisors must be kept open and active during the tank cleaning operation.

10.14.2.4. Shift Hand-Overs

Hand over between shifts of vessel’s and tank-cleaning personnel must be carefully controlled to
ensure continuity. Consideration must be given to holding a further tool box talk.

10.14.3 Completion of Tank Cleaning

On completion of tank cleaning operation the Master must carry out an inspection together with the
tank cleaning contractor supervisor to ensure that the tanks have been properly cleaned and lines
and pumps are thoroughly flushed. If these parties disagree an independent surveyor will carry out
an inspection.
The various commonly accepted tank cleaning standards are shown in Appendix 10 - H. The tank
inspection should confirm that the tanks have been cleaned to the appropriate standard.

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Contents

11 Anchor Handling & MOU Moving 11-1

11.1 MOU Moving ................................................................................................. 11-1
11.1.1 Definition of MOU............................................................................. 11-1
11.1.2 Definition of Person in Charge ......................................................... 11-1
11.1.3 Definition of Vessel .......................................................................... 11-1
11.2 Jointly Agreed Procedures and Responsibilities ...................................... 11-1
11.2.1 Responsibilities of the Operating Company ..................................... 11-2
11.2.2 Responsibilities of the MOU Owner ................................................. 11-3
11.2.3 Responsibilities of the Person in Charge of the MOU ...................... 11-3
11.2.4 Responsibilities of the Vessel Owner ............................................... 11-4
11.2.5 Responsibilities of the Vessel Master ............................................... 11-4
11.3 Preliminary Preparations for the Move ...................................................... 11-5
11.3.1 Work Specification ........................................................................... 11-5
11.3.2 Pre Operation Meeting Onshore ...................................................... 11-7
11.3.3 Vessel Equipment ............................................................................ 11-9
11.4 The Offshore Operation............................................................................. 11-11
11.4.1 Pre Operation Meeting ................................................................... 11-11
11.4.2 Reporting and Notification ............................................................. 11-12
11.5 Towing Operations ..................................................................................... 11-12
11.5.1 Passage Planning and Navigation ................................................. 11-13
11.5.2 Operational Planning ..................................................................... 11-13
11.5.3 The Towing Operation .................................................................... 11-14
11.5.4 Record of Towing Operations......................................................... 11-15
11.6 Anchor Handling Operations .................................................................... 11-15
11.6.1 Anchor Handling Operation Planning ............................................. 11-15
11.6.2 The Offshore Anchor Handling Operation ...................................... 11-16
11.6.3 Exchange of Information During Anchor Handling Operations ....... 11-16
11.7 Communications ....................................................................................... 11-17
11.8 Vessel Stability........................................................................................... 11-17
11.9 Guidance on Bollard Pull and Vessel Working Limits............................. 11-18
11.10 Emergency Release Arrangements .......................................................... 11-19
11.11 Further Guidance for Particular Anchor Handling Operations .............. 11-19
11.11.1 Considerations for Deeper Water ................................................... 11-19
11.11.2 Breaking Out of Anchors ................................................................ 11-20
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11 Anchor Handling & MOU Moving

11.1 MOU Moving
MOU Moving operations are potentially hazardous and all personnel should appreciate their joint
responsibilities as defined in Section 11.2 below.
The guidance in this section applies equally to all types of MOUs.

11.1.1 Definition of MOU

MOU is defined as for example, but not limited to the following:
1. MODU (all types)
2. FPSO
3. Barges
4. Accommodation Units (all types)
5. Self-propelled, self-elevating service units

11.1.2 Definition of Person in Charge

Person in charge is to be identified.
The person supporting this function will be described in the unit Owner’s operating procedures, and
may change dependent on the operations being undertaken. Any changes in the persons in charge of
the operation should be recorded in the unit’s log book, being counter-signed by both the individuals
involved.
To avoid any potential conflicts of interest Tow Masters and Operator’s Marine Representatives should,
wherever possible, be sourced from different independent contractors.
The responsibilities and authorities of the principal personnel involved are to be clearly defined.

11.1.3 Definition of Vessel

Vessel(s) in the context of this Chapter means anchor handlers or tugs used to assist the MOU to move
location and to work on, deploy or recover MOU moorings.

11.2 Jointly Agreed Procedures and Responsibilities

The parties involved will agree who will be responsible for the preparation of the Work Specification.
In most instances this will be the unit Owner, who may delegate this task to an independent
contractor acting on his behalf.

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All parties are jointly responsible for ensuring adequate planning (including contingencies).
They should also agree on the risk management procedures to be observed, and are jointly
responsible for ensuring that this is complied with throughout the entire operation.
A management of change process should be included in the risk management procedures. Any
deviation from the Work Specification shall only be permitted in accordance with this agreed
management of change.
Reference should be made to Chapter 4 relating to the risk management process.
Each party involved should determine how its interests will be represented during the operation, and
ensure that others are advised of the relevant arrangements.
A Work Specification that covers the entire operation shall be prepared. The Work Specification
should be in English unless otherwise agreed.
Identify who will have the responsibility and authority to specify necessary equipment in accordance
with the Work Specification.
Ensure that satisfactory anchoring/mooring analyses have been prepared in compliance with
national/industry requirements where relevant.
As early as practicable organise pre work scope meeting, to include risk assessment if required.
Ensure that the work scope has been reviewed and is understood by all personnel that participate in
the operation.
Agree party who is will charter vessels and mobilise according to the work scope.
Arrange inspection of selected vessels to verify suitability in accordance with marine assurance
protocols agreed between the parties involved.
Inform vessel(s) and MOU about the status of the operation at all times.
Any proposed personnel changes during MOU moving Operations to be arranged so that relief
personnel have sufficient time to be fully briefed on status of work scope by those they are relieving.
Communicate any changes of the work scope to all the parties involved.

11.2.1 Responsibilities of the Operating Company

11.2.1.1. Definition of Operating Company

The organisation or company contracting the MOU. The operating company should:
1. Obtain the location information necessary to moor, unmoor, emplace or extract a MOU at or
from the relevant location(s).

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2. Obtain an overview of infrastructure on the seabed, sea bottom conditions and any
obstructions. Provide charts and location layout drawings showing intended MOU position(s).
3. Provide the necessary charts and drawings in both paper copies and in electronic format.
4. Specify minimum horizontal and vertical clearances to be maintained from such as
infrastructure, adjacent moorings and pipelines on the seabed.
5. Ensure that third parties having interests or assets in the vicinity of operations are ad- vised of
intended activities, and invited to participate in operational meetings or risk assessments should
they so wish.
In addition to the above the operating company shall make all the vessels available for a
common briefing, ideally in port, prior to mobilization. This briefing should be attended by Masters
\ Mates and deck crew of vessels along with MOU owner’s representatives.

11.2.2 Responsibilities of the MOU Owner

1. Notify authorities of MOU departure and arrival in accordance with local requirements.
2. Ensure MOU is adequately manned by competent personnel taking into account hours of rest
requirements and the scope of work.
3. Provide extra personnel as required to cover 24/7 operation.
4. Ensure arrangements for provision of additional/back-up mooring equipment, if required, are in
place.

11.2.3 Responsibilities of the Person in Charge of the MOU

The person in charge has overall responsibility and the authority for the HSSE management of the
facility and personnel at all times as per statutory requirements and MOU owners' policy.
However, in relation to the movement of the MOU operational responsibility may be delegated to a
suitably qualified person such as the Tow Master who should also consult with vessel and Masters in
the process.
Such responsibilities include, but are not limited to the following:
1. Decision as to when it is safe and practicable to commence operations within the limita- tions
of the MOU operating manual, having consulted with the Operators representative and the
Vessel(s) Master(s).
2. Ensuring that a meeting is held with all relevant personnel on board prior to operation and
minutes accordingly, with an appropriate entry in the log book to that effect.
Masters of AHV’s in attendance to support the move should be advised of the outcomes of this
meeting and invited to comment on these.

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3. Ensuring procedures in place to monitor each vessel’s operation, and to monitor ongoing status
of the operation.
4. Ensure function and monitor for effective communication between all involved parties.
5. Acts as the sole point of contact through which all operation notifications and exterior
communications will pass and ensures that all relevant authorities are kept informed of the
operation, as required.
6. Liaises and communicates with the Operating Company representative on all matters
concerned with the operation and any deviation from the agreed work scope.

11.2.4 Responsibilities of the Vessel Owner

Responsibilities of the vessel owner include but are not limited to:
1. Ensuring that vessels are in good operational order and in compliance with relevant leg- islation
and charter party requirements.
2. Ensuring that vessels are manned by competent personnel taking into account hours of rest
requirements and scope of work including possibility of 24 / 7 working.
3. Ensuring that any proposed personnel changes during MOU moving Operations are ar- ranged
to allow sufficient time for a briefing on work scope and experience transfer to be completed.
4. Ensuring that the vessel is able to calculate and monitor stability information for all stages of the
intended operation.
5. Ensuring that ship specific anchor handling manual or procedures are included in each
vessels’ safety management system and that such documents are available on board.
6. Ensure that a clearly defined clear-deck policy, when equipment under tension is present, is
understood and implemented on each vessel.
7. Ensuring that details of the vessel(s) provided to brokers and charterers are correct and
current.

11.2.5 Responsibilities of the Vessel Master

The prime responsibility of the Master of any vessel is to safeguard the safety of crew and
equipment on board and environment at all times. The Master shall stop operations that may put
personnel, vessel or environment at risk.
All personnel have the right to call a stop at any time. In multi vessel operations Masters should avoid
allowing perceived “Peer” pressure to influence the overall decision making process.
Other responsibilities include, but are not limited to:
1. Ensuring that the manning on board is sufficient based on working hour provisions, the
operation work scope and that the crew is rested.

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2. Ensuring that all AH equipment on board or supplied, is in good condition and certificated as
required and meets the requirements of the Work Specification, including, where relevant, the
vessel’s own equipment.
Defects or non conformities to the anchor/mooring equipment found during the operation are
to be reported to the Charterer.
3. Ensure compliance with vessel Owner’s and charterer’s HSSE policies
4. Reporting to the Person In Charge on the MOU of any accident, incident or vessel
deficiency/limitation occurring during the operation.
5. Ensuring that a vessel Risk Analysis has been performed and recorded, in accordance with the
specific work scope, ensure that agreed work scope is communicated to all crew members
involved in operation.
6. Ensuring that the stability of the ship is calculated and recorded, for each step in the work
scope including worst case expected dynamic loads.
7. Ensuring that sufficient consumables are on board for the intended operation.
8. Ensuring that the personnel who will be involved in the operation have been adequately briefed
as to the nature of their duties and responsibilities.

11.3 Preliminary Preparations for the Move

11.3.1 Work Specification

A detailed written Work Specification should provide all necessary information for proposed
operations and describe them in detail.
It should provide common understanding of the operation and should outline framework conditions,
using images, animations, organogams and diagrams where possible. It is intended for use during
the planning, execution, verification and demobilisation of the operation.
The suggested contents of the Work Specification are included in Appendix 11 - A.

11.3.1.1. Contents of Work Specification

The Work Specification should include, but not be limited to the following information:
1. Identification of key roles, responsibilities and agencies involved.
2. Define health, safety and environmental expectations. Reference should be made to
Chapter 4 relating to risk management process.
3. Statements of HSSE reporting requirements / expectations by all parties.
4. Identify and set trigger and hold points which determine operation start /stop / hold or Risk
Assessment.

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Trigger Point examples:

1. Significant sea height reaches XX metres 1
2. Wind velocity reaches XX knots2
3. Current velocity reaches XX knots or adversely impacts on operations2
4. Reduced Visibility
5. Unexpected loads experienced either by any Vessel or the MOU
6. Mooring equipment problems
7. Any technical problems aboard any Vessel or MOU
8. Any technical faults with the survey equipment
9. If at any stage there is any doubt about being able to maintain the clearance between the
deployed chain or wire catenary and any sub-sea asset
Hold Point examples:
1. Prior to recovering Secondary Moorings
2. Prior to recovering Primary Moorings and Going on Tow
3. Prior to entering safety zone at destination location
4. Prior to manoeuvring / mooring operations at destination location
5. Prior to running secondary moorings
6. Prior to moving along side or over another structure
7. Prior to commencing simultaneous operations
5. Show clearly the order of work and method to be utilised.
6. List of equipment required during intended operations.
7. Maximum calculated loads and dynamic tensions likely to be experienced by any vessel during
the course of operations.
8. Detailed drawings of the following:
1. Anchor pattern.
2. Each stage of operation when moving of or onto location.
3. Make up of mooring lines, including any extra equipment in use. Details of lengths and
connection types are to be included
9. Passage plan to be defined and agreed by relevant parties.

1
Significant sea height, wind and current velocities to be determined by operational considerations or risk assessment.
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Table 1: Cross Track Distance Limits and Actions

ZONE LIMITS TITLE

Green > 150m each side of intended track. No action required

Amber Green zone + 150m on each side of the 1. Vessel instructed to regain line
intended track.
2. Assistance from MOU provided if
required
3. Review environmental forces being
experienced.
1. Mooring operation suspended until
Red Out with green or amber zones. Vessel regains amber zone and
movement toward intended track
confirmed.
2. PIC notified.

11.3.1.2. Guidance on Cross Track Distances

It is advisable to keep forces being exerted by the weight and tension of the mooring system along
the fore and aft line of the Vessel(s) by keeping the Vessel(s) on, or close to, the intended mooring line
track and bearing.
Due consideration must be given to any and all effects of any deviation and the prevailing
environmental conditions.
During the planning of the Work Specification loads will be identified to show the expected forces
on the mooring systems and the respective distance from the MOU and cross track limits set.
For example:
1. When Vessel range from MOU is less than 160m:
No action required as loads are low and the Vessel may be required to deviate off line to work
crane, rack anchor or position correctly for environmental forces.
2. When Vessel range exceeds 160m from the MOU:
Table 5 defines the limits and actions to be taken should the cross track distance exceed
certain limits.

11.3.2 Pre Operation Meeting Onshore

11.3.2.1. Participants
The pre-operational meeting onshore should be held well in advance of the commencement of
operations. Written Work Specification for MOU move should be available and agreed with all
relevant parties.

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Appropriate competencies should be made available for this meeting and are likely to include the
persons in the following roles:
1. OIM or MOU designate either in person or participating remotely.
2. Tow Master (preferably nominated for attendance on board MOU during the operation).
3. Representatives from MOU owner operations department.
(Note that in some jurisdictions the MOU Safety Delegate may also be required to at- tend).
4. Onshore and/or Offshore supervisor for operating company.
5. Onshore logistics representative from operating company.
6. Marine Representative/Superintendent from operating company.
7. Representative from navigation positioning/survey company or contractor.
8. If required, Operating company’s navigation/positioning/survey representative.
9. Representative from owner/operator of any third parties having interests in the vicinity of
proposed operations.
10. Representative of Owner(s) or Masters of the vessel(s) involved, if on charter at time of meeting
or where options exist for employment at some future date. This may relate to some particularly
complex moves for which particular vessels are required.

11.3.2.2. Meeting Agenda

As a minimum the agenda of the Pre-Operational meeting should include:
1. Confirmation of responsibilities and authorities.
2. Review Work Specification.
3. Confirmation that on-shore pre-move HIRA has been completed, with outcomes available for
discussion during the meeting.
If this is not the case, the HIRA should be included on the agenda.
4. Confirm who is to provide weather forecast data, wave, tidal stream and current data.
5. To confirm anticipated loads which may be experienced by vessels are included in the Work
Specification.
6. Confirm positioning equipment and positioning personnel.
7. Determine logistics needs, for complete Work Specification.
8. Confirm all equipment to be utilised is available, has been confirmed fit for purpose by
inspection and certified.
9. Review of Risk assessments for operation and transfer of experience.

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10. Weather and environmental limitations and definition of operational criteria, review and set
trigger/hold points as required.
11. Navigational data and references are confirmed.
12. ROV inspection requirements, where relevant.
13. Review details of anchor pattern and mooring equipment inclusive of maximum calculated loads
and dynamic tensions and any pre-tensioning requirements.
14. Pre-lay of anchors, if applicable.
15. Tandem vessel operations, if applicable.
16. Vessel requirements; manning, quantity and technical specifications.
17. Manning on MOU.
18. Anticipated duration of each phase of the of operation.
19. Contingency plans and equipment.
20. Equipment lists for the individual vessels.
21. Sea bed conditions.
22. Communication lines, and contact details.
23. Responsibility and authority to be defined for report or debrief of completion of MOU operation,
should include lessons learned.
24. Move vessel and MOU Operational Equipment General Guidance.

11.3.3 Vessel Equipment

11.3.3.1. Towing and Anchor Handling Equipment Register.

Apart from the maintaining its own statutory, and company logs, it is recommended that a vessel
specific towing and anchor handling equipment register is maintained to record the status of
certification, maintenance, hours and type of use.
These records are to be maintained for all current equipment. This register should include but not be
limited to:
1. Tow Wire, and spare if carried
2. Work Wire(s)
3. Chasing Pennant(s)
4. Pig Tail(s)
5. Chafe chain(s) or similar arrangements
6. Stretchers, Surge Chains
7. Shackles, Joining Links of all types

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8. Swivels
9. Running sheaves
10. J Hooks, Chasers
11. Grapnels

11.3.3.2. Inspection of Equipment

It is recommended that all anchor handling equipment, particularly wires used in the course of
operations are inspected after each use. Records of inspection should be included in the register.
It should be noted that soft eye pennants wear more quickly than hard eye pennants and require
more frequent inspection.

11.3.3.3. Preparations for Operations

During any operation as a minimum the following should be in place:
1. All equipment to be maintained and operated in accordance with manufacturer’s instructions.
2. Oxy-Acetylene or similar cutting gear, with adequate consumables to be available for immediate
use.
3. Operational mechanical stoppers or similar means to safely and effectively secure wire
pennants, recognising likely loads on the wire and the load-bearing capacity of termination used.
4. Pelican hooks or similar arrangements which involve personnel working in close proximity to
wires under tension introduce unacceptable risks and should not be used.
5. Alloy ferrule terminations are not considered suitable and should not be used.
Care must be taken when opening wire coils, in particular pendant wires. Turntables should be used
(if available) as coils springing open following release of securing bands may cause injury.
Vessel crews should ensure that stowage of anchors and equipment should be secured in the
course of operations and alert to the risk of movement when securing arrangements are released.
Certain types of anchor are inherently unstable and may fall over on moving decks. A risk assessment
as described in Chapter 5 should be completed prior to such anchors being loaded onto the vessel,
deployed or recovered.

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11.3.3.4. Vessel MOU Anchor/Mooring Equipment

Examples of recommended good practice for the anchor handling systems referred to below can be
found in Appendix 11 - B.
Good guidance relating to the handling and use of equipment is also available from the various anchor
and / or equipment manufacturers or suppliers.
1. Permanent chaser pendant/pennant systems
2. Anchor chain mooring connections
3. Pendant buoy systems
4. Working wire chaser terminations on vessel
5. Back-up mooring systems

11.4 The Offshore Operation

11.4.1 Pre Operation Meeting

A meeting shall be held on board the unit prior to commencement of operations. The primary function
of this meeting is to review the Work Specification for MOU move and related HIRA report to ensure
that all relevant parties are in agreement with the procedures proposed.

11.4.1.1. Participants
This meeting shall be repeated if personnel and / or Work Specification should alter.
Except where otherwise agreed it should be presumed that operations will continue on a 24/7 basis.
Recommended participants for this meeting should therefore include, but are not necessarily limited
to the following:
1. OIM and delegate
2. Tow Master(s) (Will normally act as Chairperson)
3. Offshore supervisor(s) for operating company
4. Marine Representative(s) for operating company
5. MOU Marine personnel
6. Party Chief from navigation/positioning/survey contractor
7. Representative(s) from owner/operator of any third party interests if attending on board the
unit
8. Additional specialist personnel as required

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Attendance at the meeting should, however, take into account requirements for adequate rest periods.
The Chair should ensure that the meeting is minuted for reference and records.
Following the meeting Masters of AHV’s in attendance to support the move should be briefed on its
outcomes by the senior Tow Master and invited to comment on these.

11.4.1.2. Meeting Agenda

As a minimum the agenda of the Pre-Operational meeting will include:
1. Confirmation of responsibilities and authorities
2. Confirm work scope and revision number in use is shared by all parties
3. Confirm receipt of weather forecast data, wave, tidal stream and current data.
4. Confirm with Vessel(s) Master(s), details of maximum calculated loads for the operation.
5. Confirm readiness of positioning equipment and personnel
6. Review of schedule, logistics needs and notifications of interested parties or external
agencies.
7. Confirm state of readiness of Vessels, MOU and Equipment.
8. Confirm that onboard risk assessment for intended operations has been completed and
outcomes passed to Supervisors for inclusion in subsequent tool box talks.
9. Trigger and hold points set or confirmed.
10. Confirm ROV inspection requirements.
11. Confirm Tandem vessel operations, if required.
12. Vessels roles and responsibilities, and operation sequencing to be reaffirmed.
13. Communication lines to be confirmed.
14. Responsibility and required attendees to be defined for report or debrief of completion of MOU
move operation, should include lessons learned.

11.4.2 Reporting and Notification

Where required, the Person in Charge, in cooperation with vessels and Marine Representa- tive or
Tow Master, should report to the appropriate National and local authorities, adjacent facilities and to
local operations as required as detailed in Work Specification.

11.5 Towing Operations

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11.5.1 Passage Planning and Navigation

The Master of the towing vessel is responsible for the preparation of a detailed passage plan and the
subsequent safe navigation of the tow. Where appropriate, navigation warnings shall be broadcast by
the lead tug at regular intervals.
The passage plan will be forwarded to the Tow Master on the unit and Masters on other towing vessels
for review/comment prior to the commencement of operations.
Where more than one vessel is utilised to tow the unit a lead tug will be nominated by the Tow Master.
The Master of this vessel will assume the responsibilities described above and shall also ensure that
the other vessel(s) involved comply with the plans.
This does not, however, relieve the Master of any vessel from the responsibility of safeguarding the
safety of personnel and equipment on board own ship.

11.5.2 Operational Planning

The passage plan must be carefully developed with regard to water depth, other offshore and subsea
facilities, and emergency locations or refuges which may be utilised if required.
Close attention should be paid to the length and catenaries of the tow wire and its relation to
environmental conditions, water depth and vertical clearance over any sub-sea assets in the vicinity
of any location or whilst on passage.
Route must keep safe distance from any other facilities. Pass on the side that best assures tow will
drift away from the facility in case of power loss or loss of tow.
The passage plan shall not use facilities as way points.
Regular weather forecasts are essential for operations of this nature. Normally two forecasts, twice
per day from independent providers will be provided.
Communication lines as agreed during the pre-operational meetings should be observed.
Requirements for support vessels should be assessed.
Typically, support vessels’ tasks include, but are not limited to:
1. Monitoring and plotting ship traffic along the towing route.
2. Use all available means to warn vessels whose course is approaching the tow too closely or
impeding its progress in contravention of the COLREGS.
3. Checking agreed destination location is clear and unobstructed before MOU approach and
arrival.
4. Functioning as reserve or contingency towing vessel, especially in adverse or deteriorat- ing
weather.
Retrieval arrangements for the recovery of the main towing gear in the event of its failure should
be fully operational.

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The MOU’s emergency towing system should be rigged and ready for immediate use. A safe
procedure for passing this system to a towing vessel in all weather conditions should be agreed
beforehand. Where this involves the mobilisation of any additional equipment this should be on the
unit and checked to be fully operational.
Where an additional vessel is available as reserve towing vessel on passage, this should be rigged
for towing.

11.5.3 The Towing Operation

Requirements below relate to when direction of the tow has been transferred from the Tow Master
to the lead towing vessel. The towing operation will conclude when direction of the tow has been
returned to the Tow Master from the Master of the lead tow vessel. The transfer of direction should be
agreed via radio and the times logged by both MOU and the lead Tow vessel.
Manoeuvring operations on and off locations are directed by the Tow Master.

11.5.3.1. Exchange of Information During Towing Operation

The MOU is required to monitor the following and report any changes to the lead tow vessel:
1. Compliance with COLREGS on the unit, including lights and shapes on the tow.
2. Towing connections.
3. Weather conditions and forecasts.
4. Integrity of the unit, if relevant.
5. MOU propulsion assistance.
The Vessel is required to monitor the following and report any changes to the MOU:
1. Compliance with COLREGS.
2. Towline, particularly prevention of any chafing or friction. Either use towing sleeve, or regularly
adjust wire length.
3. On passage towing speed and heading, alterations to be made in a controlled manner.
4. Deviations to passage plan.
5. Adjustments to power output.
6. When adjusting tow line length reduce engine power if required to avoid damage to tow- line.
7. If towing a MOU on anchor chains, the MOU may pay out chain to provide the optimum towing
catenaries.
8. Total tow length and catenaries profile in relation to water depth should be calculated and any
changes communicated between MOU and Tow Vessel.

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9. Whilst towing, clear deck policies to be observed. Should any urgent or emergency work be
required on the after deck whilst towing this should be fully risk assessed.
10. If adverse weather expected the Master to consider whether use of gog wire to control towing
wire would be prudent or advantageous.
11. When towing in adverse weather, dynamic forces are significant. Exercise great caution,
particularly when there is a following sea.
12. Towing logs are to be maintained by the vessel.

11.5.4 Record of Towing Operations

Vessels engaged any towing operations should maintain complete records of such activities.
Particulars of the information to be recorded are included in Section 12.2.3.3 of these Guide- lines.

11.6 Anchor Handling Operations

The vessel Master is responsible for navigation of the vessel during AH operations under the
direction of the person in charge on the MOU.
Requirements for tandem anchor handling operations are to be described in the move procedures
and are to be fully risk assessed.
Where such operations are to be used the lead and supporting vessels will be nominated prior to
commencement. Any change in these roles should be the subject of management of change review.

11.6.1 Anchor Handling Operation Planning

The Work Specification must be carefully developed with regard to water depth, other offshore and
subsea structure(s) and MOU skidding plans to maintain agreed clearances.
During the operation close attention should be paid to Cross Track distances.
Close attention should be paid to the length and catenaries of the mooring and its relation to the
water depth and any sub surface structure.
Regular weather forecasts, normally from two independent sources, should be arranged.
Communication lines as agreed during the pre-operational meetings should be observed.
Assess what support vessels are required. Support vessels’ tasks include, but are not limited to:
1. Monitoring and plotting ship traffic within proximity of mooring site.
2. Use all available means to warn vessels whose course is approaching the scene of operations
too closely resulting in risk to themselves or other vessels.

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11.6.2 The Offshore Anchor Handling Operation

Reference should be made to the following documents:
1. Work Specifications for the relevant operations.
2. Vessel specific Anchor Handling Manual.
3. Appendix 11 - B of these guidelines.
Anchor handling operations will be executed under the direction of the person in charge of the MOU or
his delegate.

11.6.3 Exchange of Information During Anchor Handling Operations

The MOU is required to monitor the following and report any changes to the anchor handling vessels:
1. Disconnection and recovery of towing connections and assemblies.
2. Weather conditions and forecast weather window are suitable for operations.
3. Integrity of the unit, if relevant.
4. MOU winch pay-out and recovery speeds.
5. MOU propulsion assistance.
6. Communications between MOU Cranes, Winch Operators, Tow Master and Vessels.
Vessels are required to monitor the following and report any significant changes to the MOU:
1. International Collision regulations.
2. Whilst working on MOU mooring equipment, alterations to heaving in or payout speeds and
changes to vessel heading and power, should be made in a controlled manner.
3. When vessels is heaving in or paying out moorings, reduce engine thrust if required to avoid
damage.
4. Be aware of mooring catenaries and required clearances.
5. When anchor handling in adverse weather, dynamic forces are significant. Exercise great
caution, monitoring environmental conditions continuously.
6. Deployed and recovered equipment is to be visually checked for integrity and any defi-
ciencies advised.
7. Deviations to work scope and equipment used.
8. Safe navigation whilst manoeuvring with anchors.

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11.7 Communications
Reference should be made to Chapter 6 of these Guidelines relating to Communications.
Communications in accordance with the Work Specification should be established and tested
between the MOU work stations, vessel bridge and deck crews and between the various vessels
involved in the operation.
During anchor handling activities a common VHF radio channel should be designated for the use by
the MOU and all vessels involved in the operation. This channel should not be used for other purposes
whilst such activities are in progress.
Where several vessels are working together on the same operation, a specific communication plan for
that activity must be established which in particular ensures an effective and coordinated action in
the event of any unintended incident.
Communication between vessel workstations where the Master and winch driver will be, and the
anchor handling deck must be decided prior to the operation.
Dependent on vessel’s equipment and the operation concerned, the best means of communication
may be personal UHF radios or by loudspeaker. Whichever means of communication is decided upon;
it should be thoroughly tested prior to starting the operation.

11.8 Vessel Stability

Stability of vessel is the responsibility of the Master and should be checked prior to commencing
operations with MOU. In addition to the sailing condition, stability calculations should consider worst
case and predicted scenarios which may occur during and towards the end of a prolonged operations.
This must take into account consumption of fuel and other consumables together with loading and
deployment of chain or wire.
These conditions are to be displayed and made available to MOU personnel on request
throughout the operation and must be reviewed as soon as there is any event which may change
the vessel’s condition.
Any specific conditions limiting the vessels stability (e.g. use and limits of stability tanks,
minimum fuel requirements and free surface) are to be considered and readily available, and
understood by all concerned.
If stability computer systems are to be used these are to be verified and approved by Class/Flag.
Prior to sailing, information must be readily available on the bridge, where it is visible to the
navigator on duty, to show the acceptable vertical and horizontal transverse force/tensions to
which the vessel can be exposed. This should show a GZ curve and a table of the tension/forces
which give the maximum acceptable heeling moment.
Calculations must show the maximum acceptable tension in wire/chain, including any trans- verse
force, that can be accepted in order for the vessel’s maximum heeling to be limited by one of the
following angles:

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1. Heeling angle equivalent to a GZ value equal to 50% of GZ max.

2. The angle of flooding of the work deck – i.e. the angle which results in water on working deck.
3. A heel of 15 degrees.
Calculations should be made to show the maximum force from the wire/chain, acting down at the
stern roller and transversely to the most extreme outer pins or stop in the event of no pins consider
the outer edge of roller, which would be acceptable without taking the vessel beyond the angles stated
above.
The heeling moment based on transverse bollard pull must also be calculated and allowed for.
The vertical component is to be taken as the distance (vertically) from the deck at the tow pins vertical
centre line of thrust.
If the calculations show that with predicted anchor chain/wire weights stability is outwith the
allowances stated above then it will be necessary to alter the vessels loading condition.
Information available should also show the maximum force in the wire/chain as well as the point
where the lateral force is assumed to be applied (towing pin/stern roller).
The maximum vertical pull on the wire/chain must not be such as to exceed those limits given above
nor to exceed the SWL of the roller.
During deep water moves the weight on stern roller can be hundreds of tonnes, which may be applied
at a distance off centre line according to the set-up of the towing pins. This may add to listing
moments and stern trim, increasing the risk of a flooded deck, e.g. from a breaking wave which can
maybe result in a temporary reduction in stability.
Normally, changes in the ballast condition should not carried out during AH and Towing operations,
unless operations require a change in vessel condition.
The effect of any such changes on the vessel stability must be fully evaluated and risk assessed.
The status of all watertight, weather tight doors and hatches should maintained as set out in the
vessel’s operation manual. All such doors should be clearly signed to this effect.
Reference Documents
• HSE operations Notice #3,6 & 65
• HSE OSD 21 for jack ups
• Warranty certificate of towage approval

11.9 Guidance on Bollard Pull and Vessel Working Limits

Vessel Owners and Masters should ensure that the vessel’s bollard pull is adequate for the
proposed operation. In considering this Masters should be aware that bollard pull, as mea-

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sured for the vessel’s certificates in some cases does not allow for the power used by deck
machinery, thrusters and other consumers diverted from the main propulsion.
Allowance for any reduction should be made when considering bollard pull available during any
operation.
Maximum bollard pull is achieved with the cable right astern with rudders amidships A reduction in
bollard pull must be allowed for should the angle of the cable lead other than right astern.
Maximum tension whilst towing must never exceed 50% of MBL of weakest link in the assembly. It is
recommended to aim for tension utilization of 30% of the MBL to allow room for peak loads.
Winch tension controls, where available, may be set with the above recommendations in mind.
For anchor break out operations, the values above may need to be exceeded. This must be risk
assessed and as agreed by all parties.

11.10 Emergency Release Arrangements

To release excessive tension winches and mechanical stoppering devices are fitted with emergency
release mechanisms.
Maintenance and testing of these systems should be included as part of the planned maintenance
regime and satisfactory operation should be verified before any anchor handling activities.
The vessel’s crew should be trained and competent in the operation of the emergency release
systems in addition to being familiar with their reaction times and effect.
Instructions giving information on how to operate the emergency winch stops and releases should
be readily available on the vessel.

11.11 Further Guidance for Particular Anchor Handling Operations

11.11.1 Considerations for Deeper Water

Anchor handling operations in deeper water carry significant additional hazards and these may be
location specific. In the context of this document “deeper water” is considered to be depths in excess
of 300 metres, though it is recognised that this is an arbitrary distinction, and any assessment of
what might be considered as “deep water” operations will take into account the capabilities of the
vessels supporting such activities.
However, any operations beyond the continental shelf should always be considered as deep water
activities.
Where deep water anchor handling operations are being planned additional factors should be taken
into account in addition to those involved in normal anchor handling operations: These include, but
are not limited to, the following:

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1. Suitability of vessel(s) for location specific operations taking into account environmental and
other variables.
2. To minimise damage to work wire from joining shackles use longer continuous lengths of work
wire.
Where joining is unavoidable to avoid damage use joining links rather than shackles.
3. All wires to be spooled onto the drum under tension.
4. Use work wire swivels to avoid twisting damage from the inherent high loads of deep water
A/H.
Wires should be de-tensioned using suitable methods after use.
5. Swivels are used to avoid twisting damage in the wire when exposed to high tension. Swivels are
also used to reduce the risk of torsion building up in the wire.
Such torsion could be released when disconnecting work wire from PCP, with risk of serious
injury to personnel.
6. Use of PCP chain tail in the shark jaws is particularly important in deep-water anchor
handling operations.
7. Buoys should not be “free launched” from deck but deployed in controlled manner to avoid shock
load damage.
8. Whilst deploying chain there may be a requirement for high tension to be used.
Chain contact with the gypsy should therefore be maximised to avoid potentially dan- gerous
slippage. In some circumstances, and where equipment is suitable, both gypsies may be used.
Dynamic braking or tension control arrangements should be used, if available.
9. Fibre ropes are frequently used in deep water mooring arrangements for a variety of dif- ferent
reasons.
Manufacturers’ guidelines for the use and handling of these products should always be
complied with.

11.11.2 Breaking Out of Anchors

There is a possibility of damaging the PCP system or the work wire if the wire is overloaded whilst
breaking the anchor loose from the bottom.
It is unsafe to shorten up on the work wire (i.e. heave in on the vessel winch, until the vessel stern
roller is vertically above the anchor position) in an attempt to break out an anchor. Doing

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so is liable to cause the wire, the winch, the anchor or other equipment to fail.
Please refer to Figure 4.
The tension, which during the above mentioned method is used on the wire, is dependent on
following circumstances:
1. Winch pull force, depending on the size of the winch and how many layers are on the drum.
If using one of the bigger winch sizes it is easily possible to exceed the breaking load of the
wire.
2. The vessel buoyancy combined with sea state forces in a sea will exceed the breaking load of
the wire by many times regardless of the capacity of the winch.
The diagram shows the relative vector forces for anchor removal with relation to vessel position and
water depth.
In this illustration 50 is the minimum break loose force and optimum direction.
The vectors show the significantly increased force required as the vessel nears the vertical pull.
Forces at the anchor can be calculated using the formulae below:
LF = BP / cos(arcsin(WD / WL))
and
UL = BP x tan(arcsin(WD / WL))
where
LF = Line force in work wire
UL = Uplift force at anchor
BP = Bollard Pull being exerted
WD = Water Depth
WL = Wire Length deployed, measured from Stern Roller
Anchors in very soft clay can be buried very deep, penetrations in excess of 100 metres being
recorded is soft, estuarial soils. The material behind the anchor will be disturbed as it penetrates
the seabed.
The best practice is therefore to find the optimum pull position and avoid overloading the
equipment which would result in an unsafe situation. If problems are experienced in breaking out the
anchor consideration should be given to using another vessel to assist, but any such assistance
should be fully risk assessed prior to commencement of operations.

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Figure 1: Relative Vector Forces in Anchor Recovery

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Contents

12 Project Support Operations 12-1

12.1 Operations Included .................................................................................... 12-1
12.2 Marine Transportations ............................................................................... 12-1
12.2.1 Operations Included ......................................................................... 12-1
12.2.2 Excluded Operations........................................................................ 12-2
12.2.3 Towing Operations ........................................................................... 12-2
12.3 Lifting Operations, Above and Below Sea Surface ................................... 12-4
12.3.1 Operations Included ......................................................................... 12-4
12.3.2 Excluded Operations........................................................................ 12-4
12.3.3 Particular Requirements for Sub-Surface Lifting Operations ............ 12-4
12.4 Specific Operational Procedures................................................................ 12-5
12.5 General Guidance ........................................................................................ 12-5
12.5.1 Latest Revisions of Guidance .......................................................... 12-5
12.6 Marine Warranty Surveyor Involvement..................................................... 12-6
12.7 Support for Other Operations ..................................................................... 12-6
12.7.1 General Requirements ..................................................................... 12-7
12.8 Response and Rescue Support .................................................................. 12-7
12.8.1 Primary Functions ............................................................................ 12-7
12.8.2 General Requirements ..................................................................... 12-7
12.8.3 Response Criteria ............................................................................ 12-8
12.8.4 Adverse Weather Criteria ................................................................. 12-8
12.8.5 SBV Operational Capability ............................................................. 12-9
12.8.6 Weather Side Working ..................................................................... 12-9
12.8.7 Work Parties Outwith Perimeter of Facility ..................................... 12-10
12.8.8 Sharing of SBV Support Services .................................................. 12-10
12.8.9 Other Support Functions ................................................................ 12-11
12.9 Guard Chase Vessels ............................................................................... 12-12
12.9.1 General Requirements ................................................................... 12-12
12.9.2 Other Requirements....................................................................... 12-12
12.9.3 Further Information to be Provided to Masters & Skippers ............. 12-13
12.9.4 Operational Categories .................................................................. 12-13
12.10 Small Vessels & Water Craft ..................................................................... 12-13
12.10.1 Vessels or Craft Included ............................................................... 12-14
12.10.2 Craft Excluded ............................................................................... 12-14
12.10.3 Construction, Operational and Competency Requirements ........... 12-14
12.10.4 Further Information to be Provided to Skippers or Coxswains ....... 12-15
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12 Project Support Operations

12.1 Operations Included
Offshore operations require vessels to support a wide range of activities, including:
1. Logistics support and supply.
2. MOU moving, including anchor handling and towing.
3. Marine transportations.
4. Lifting operations, both above and below sea surface.
5. Other operations, including:
a. Well servicing and maintenance.
b. Diving and ROV support.
c. IRM support.
d. Survey support.
e. Dredging and rock dumping.
6. Emergency response and rescue support.
7. Guarding and monitoring support.
In general these Guidelines relate to the management and operation of all vessels approaching or
operating in the vicinity of any offshore facility, regardless of whether a formal safety zone has been
established.
Chapters 9, 10 and 11 relate particularly to operations included in Items 1 and 2 in the above list.
Other operations, including the use of smaller craft in supporting offshore operations, are
considered in the remainder of this Chapter.

12.2 Marine Transportations

12.2.1 Operations Included

Marine transportations to which this section of the Guidelines relates may include, but are not limited
to, the following:
1. Transportation of unusual items on the deck of own vessel, particularly where the item
involved is large, heavy or, if damaged, would result in significant actual or consequential loss.
2. Towage of a cargo barge onto which such items have been loaded and secured.
3. Towage of any other vessel or floating object.

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12.2.2 Excluded Operations

It is not anticipated that this section of the Guidelines will relate to the following operations:
1. Logistics operations associated with the normal delivery or return of containers or similar cargo
items to or from an offshore facility.
2. Operations associated with moving a MOU from one offshore location to another, or to or from
port facilities.

12.2.3 Towing Operations

12.2.3.1. Passage Planning and Navigation

The Master of the towing vessel is responsible for the preparation of a detailed passage plan and the
subsequent safe navigation of the tow. Where appropriate, navigation warnings shall be broadcast by
the tug at regular intervals.
Where more than one vessel is utilised to tow the unit a lead tug will be nominated by the person
in charge of the operation, which may be a Tow Master if present. The Master of this vessel will
assume the responsibilities described above and shall also ensure that the other vessel(s) involved
comply with the plans.
This does not, however, relieve the Master of any vessel from the responsibility of safeguarding the
safety of personnel and equipment on board own ship.
The passage plan must be carefully developed with regard to water depth, other offshore and subsea
facilities, and emergency locations or refuges which may be utilised if required.
Close attention should be paid to the length and catenaries of the tow wire and its relation to
environmental conditions, water depth and vertical clearance over any sub-sea assets in the vicinity
of any location or whilst on passage.
Route must keep safe distance from any other facilities. Pass on the side that best assures tow will
drift away from the facility in case of power loss or loss of tow.
The passage plan shall not use facilities as way points.
Regular weather forecasts should be provided. Normally two forecasts, twice per day, each
prepared independently, are required.
Communication lines as agreed during any pre-operational meetings should be observed.

12.2.3.2. Contingency/Emergency Towing Arrangements

Retrieval arrangements for the recovery of the towed object’s main towing gear in the event of its
failure should be fully operational.

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The towed object’s emergency towing system should be rigged and ready for immediate use.
Arrangements for this system to be recovered by a towing vessel in all weather conditions without
the necessity of boarding the tow should be deployed.
Where the mobilisation of any additional equipment to facilitate this is required, all such equipment
should be readily available on board and checked to ensure it is fully operational.

12.2.3.3. Record of Towing Operations

Vessels engaged in any towing operations should maintain complete records of such activities. These
records should normally consist of two parts, as follows:
1.Daily Log
Information should be recorded at regular intervals whilst actually engaged in the towing operation,
as follows:
1. Date and time of log entry.
2. Name of towed object.
3. Position, actual or estimated.
4. Power setting(s) on main propellers or thrusters.
5. Length of tow-line deployed.
6. Relevant weather conditions, for example particulars of wind, sea and swell.
7. Any changes to towing configuration in foregoing period.
This information should be recorded more frequently in periods of severe weather.

2.Voyage Summary
On completion of each towing operation a voyage summary should be prepared. This summary
should include the following information:
1. Particulars of towed object, including name and description.
2. Date and place of commencement of tow
3. Date and place of completion of tow
4. Distance
5. Average speed throughout tow
6. Brief description of towing arrangements used
7. Brief description of weather experienced during tow
8. Brief description of any relevant incidents occurring during tow

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12.3 Lifting Operations, Above and Below Sea Surface

12.3.1 Operations Included

Lifting operations to which this section of the Guidelines relates may include, but are not limited to, the
following:
1. Installation operations, involving use of equipment installed on vessel to lift items of equipment
from deck of own or other vessel or barge for installation on an offshore facility.
2. Installation operations, involving use of equipment installed on vessel to lift items of equipment
from deck of own or other vessel or barge for installation as part of a sub-surface facility.
3. Removal or de-commissioning operations, involving use of equipment installed on the vessel
to lift items of equipment from an offshore facility onto deck of own or other vessel or barge.
4. Removal or de-commissioning operations, involving use of equipment installed on the vessel
to lift items of equipment from a sub-surface facility onto deck of own or other vessel or
barge.
5. Any other operations involving use of the equipment installed on the vessel to support project
related activities on an offshore facility, either above of below the sea surface, or on another
vessel.

12.3.2 Excluded Operations

It is not anticipated that this section of the Guidelines will relate to the following operations:
1. Logistics operations associated with the normal delivery or return of containers or similar cargo
items to or from an offshore facility.
2. Lifting activities which may be required during MOU operations.
3. “Internal” lifting operations on the deck of own vessel, except where the item to be lifted is
unusually large, heavy or, if damaged, would result in significant actual or consequential loss.

12.3.3 Particular Requirements for Sub-Surface Lifting Operations

In some areas of the world requirements relating to lifting operations below the surface of the sea
may be different to those involved where the activities are undertaken only in air.
Such differences may include:
1. Specifications of Equipment involved.
2. Competencies of Personnel involved.
3. Operational Planning and Execution.

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It is the responsibility of all parties involved to ascertain the requirements for undertaking sub-surface
lifting activities in the current area of operations and ensure that these are complied with.

12.4 Specific Operational Procedures

It is likely that the planning and execution of operations to which Sections 12.2 and 12.3 of the
Guidelines relate will require the development of specific procedures describing the activities
involved.
Where relevant, these procedures will be based on:
1. Engineering design and analysis.
2. Hazard identification and risk assessments.
3. Where relevant, combined operations safety cases, including relevant bridging documents.
4. Simultaneous operations assessments and reviews.
Each set of such procedures will be developed by the relevant project team specifically for the
operations being contemplated, and will be subject to the relevant quality assurance and approval
processes.
Owing to their specific nature such documents are generally developed for the particular project
involved. Further detailed consideration of the development of these procedures in therefore
beyond the scope of these Guidelines.

12.5 General Guidance

Whilst further consideration of the specific operational procedures are outwith the scope of these
Guidelines further information relating to particular aspects of the the planning and execution of
project-related on- and offshore operations can be obtained from a variety of sources, some of which
are listed in Table 6.

12.5.1 Latest Revisions of Guidance

The documents included in the list above are regularly reviewed and revised by the publishers.
The latest revisions, which, with the exception of the document published by DNV, are available on the
internet web sites of the relevant organisations should always be referred to when planning or
executing any of the operations to which they relate.

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Table 1: Further General Guidance

SOURCE DOCUMENT PARTICULARS

NUMBER (If Known) TITLE

DNV Rules for Planning and Execution of Marine Operations

GL Noble
13 Guidelines for Load Outs
Denton

GL Noble
21 Approval of Towing Vessels
Denton

GL Noble
27 Marine Lifting Operations
Denton

GL Noble
30 Guidelines for Marine Transportations
Denton

IMCA M187 Lifting Operations

IMCA M171 Crane Specifications

IMCA M193 Communications during Lifting Operations

IMCA M194 Wire Rope Integrity Management for Vessels in Offshore Industry

IMCA M203 Simultaneous Operations

IMO MSC 494 Safety of towed ships and other floating objects

12.6 Marine Warranty Surveyor Involvement

In many instances the planning and execution of operations to which these sections of the
Guidelines relate will require the approval of an accredited marine warranty survey practitioner (MWS).
The MWS will review the proposed procedures and revert with relevant comments and
recommendations. Approval will often be subject to the attendance on site of the MWS’s
representative, who may communicate further recommendations as thought fit to the representative of
the insured party on whose behalf he is acting.
Compliance with the MWS’s recommendations, or agreed alternatives, is strongly recommended
since failure to do so may compromise the insured party’s commitments to its insurance underwriters
and in the event of an incident resulting in loss may expose it to significant commercial risk.
Where the services of a marine warranty surveyor have been retained by any insured party the role and
expectations should be advised to all other parties involved in the relevant operations.

12.7 Support for Other Operations

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12.7.1 General Requirements
The planning and execution of any operations referred to in 12.1(5) above which supported by
offshore vessels will involve the development of task-specific procedures for the work to be
undertaken. The contents of such procedures are outwith the scope of this document.
However, when any vessel supporting such operations is approaching or operating in the vicinity
of any offshore facility, irrespective of whether a formal safety zone around it has been established, all
relevant recommendations included in these Guidelines should be observed.
A note to this effect should be included in the procedures referred to above.

12.8 Response and Rescue Support

12.8.1 Primary Functions

At many offshore facilities elements of the arrangements for emergencies which the Operator must
establish to ensure the safety of the workforce on board in the event of an incident is supported by
vessels mobilised to provide response and rescue services.
The primary functions of vessels mobilised for this purpose include the following:
1. Rescuing personnel who have inadvertently entered the water in the vicinity of an offshore facility
and providing suitable facilities for their subsequent care.
2. Monitoring the movements of other marine traffic in the vicinity of the facility and taking
appropriate action where risk of collision with it is though to exist.
3. Acting as contingency command and control station should an incident on the facility result
in its own arrangements being disabled.
Except otherwise advised these functions are to be supported on a continuous basis and no other
activities should be undertaken by or on board the vessel which would compromise its ability to do
so.
In the event of any incident on the vessel which may result in it not being able to fulfil any of the
functions above the management of the facility which it is supporting must be immediately be advised
of this fact in order that appropriate alternative arrangements can be made.

12.8.2 General Requirements

Vessels mobilised to provide emergency response and rescue services should comply with the
requirements relating to such support which exist in the jurisdiction in which they are operating.
It is the responsibility of all parties involved to ascertain the requirements for vessels providing support
of this nature in the current area of operations and ensure that these are complied with.

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Table 2: Response and Rescue Support Guidance

SOURCE DOCUMENT PARTICULARS

NUMBER (If Known) TITLE

DMA Guidelines for Standby Vessels

ERRVA Emergency Response and Rescue Vessels Survey Guidelines

Emergency Response and Rescue Vessels Management Guide-

ERRVA
lines

NOGEPA 6&7 Safety Standby Vessels Code of Practice

NOROGA Reference to include

Where no such requirements exist, the documents listed in Table 7 may provide useful guidance in
ensuring that adequate standards for response and rescue support are established and maintained.

12.8.3 Response Criteria

The jurisdiction under whose regime the facility is operating may establish criteria relating to time
taken to rescue personnel from the water and transfer them to a place of safety in a variety of incident
scenarios. Alternatively, it may require the Operator of the facility to establish such criteria.
It is in the interests of both the Charterer and Owner of the vessel to ensure that such criteria can be
complied with.
Facilities and equipment should therefore be provided for the on-going training of the personnel
involved. Exercises to ensure that personnel remain familiar with the equipment and procedures
involved should be arranged at frequent intervals. Where possible such exercises should be
undertaken in typical environmental conditions which may be experienced at the location, always
on the understanding that personnel or equipment should not be subject to un-necessary risk.
Full records of any exercises undertaken should be retained for subsequent inspection by
interested parties. From time to time there may also be a requirement for such exercises to be
observed and recorded by an independent witness.

12.8.4 Adverse Weather Criteria

Facility operations which can be supported by a typical emergency response and rescue ves- sel will
be dependent on the prevailing environmental conditions. The criteria under which the various levels
of support can be provided will normally be agreed on an industry-wide basis for the area in which
the facility is located.
Where this is not the case, such criteria should be agreed between the Charterer and the Owner,
in consultation with experienced Masters, at the time of taking the vessel on hire.

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Typical adverse weather criteria for a conventional SBV, equipped with FRC’s and or Daughter Craft
for rescuing personnel from the water in lower sea states and a mechanical means or recovery
in the more severe conditions when rescue craft cannot safely be deployed or recovered are
included in Appendix 12 - A.
It should be noted, however, that in a long period, regular swell rescue craft may be safely
deployed and recovered in higher sea states than indicated. On the other hand it may be that
such craft cannot be safely used where waves are of short period and / or confused at lesser
heights than those indicated. In such circumstances other means of recovery should be considered.
Furthermore, familiarity with the equipment and techniques involved in the rescue of personnel from
the sea gained from suitable training together with frequent exercises in more challenging conditions
may well enable the criteria set out in the Appendix to be extended. In addition, other technologies
are available which may not be subject to the same environmental limita- tions.
The Master of the SBV will decide which equipment and techniques are most appropriate for use,
based on circumstances associated with the emergency itself and the prevailing environ- mental
conditions.

12.8.5 SBV Operational Capability

Section 7.2 of these Guidelines relates to the factors to be taken into account when assessing the
operational capability of any vessel, including those providing response and rescue support.
However, with particular regard to vessels providing such support it should also be borne in mind
that the vessel is effectively an integral part of the facility’s emergency response arrangements. A
reduction in its operational capability, particularly where this involves loss of manoeuvrability or
ability to deploy and recover its rescue equipment, may therefore com- promise any commitments
to the relevant authorities or the workforce made by the facility Operator to maintain an acceptable
standard of emergency response arrangements.
Any reduction in the operational capability of a vessel providing response and rescue support at an
offshore facility should therefore be notified to the Manager at the earliest opportunity in order that
suitable alternative arrangements can be established without delay.

12.8.6 Weather Side Working

Sections 7.3.1 and 8.11 of these Guidelines relates to the factors to be taken into account when
assessing setting up and working on the weather side of an offshore facility and relates also to
vessels providing response and rescue support.
In assessing whether the vessel can provide effective support on the weather side of the facility the
Master should bear in mind any potential impact on the deployment of rescue equipment.

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In general, any request to take up station directly up-wind or up-current of the facility should be
challenged, since in most instances equally effective support can be provided from a position where
the vessel has more freedom to manoeuvre and is not in a “drift-on” situation.

12.8.7 Work Parties Outwith Perimeter of Facility

From time to time it may be necessary for work to be undertaken on the facility outwith its normal
barriered perimeter, which may include any scaffolding assembled and maintained in accordance
with the relevant rules. Such work may be referred to by a variety of terms, including “overside”,
“outboard”, “overboard”, etc.
Such work generally involves an increased risk of personnel entering the water. Therefore, when in
progress a higher state of readiness should be maintained on the vessel providing response and
rescue support. This may be referred to as providing “close stand-by” support.
When requested to provide such support the Master should take the following actions:
1. Establish details of personnel at risk, including numbers and locations.
2. Ensure that personnel and equipment on the vessel are at the required state of readiness.
3. Ensure that the vessel is maintained in a position relative to the facility and the environment
such that rescue facilities can be deployed in the most expeditious manner.
4. Ensure that the terminology to be used has been agreed and understood by all involved.
5. Ensure that communication have been established and are maintained with the watch-men
responsible for monitoring the activities of each work party.
It is not the responsibility of the vessel to maintain a visual watch of the various work-sites.
Any request to maintain such a watch should be challenged, since this could compromise the safe
navigation of the vessel and would be impossible where several work-sites are involved.

12.8.8 Sharing of SBV Support Services

Where several offshore facilities are located within close proximity of each other the services of one
vessel may be shared between them. This may include situations where several Operators are also
involved.
In such circumstances clear procedures and protocols should be developed and agreed be- tween
all the parties involved, including the vessel Owner, to ensure that the primary functions referred to
above can be supported at all the facilities involved.
For clarity the agreed procedures and protocols should be consolidated into a vessel sharing manual,
contents of which should include as a minimum:
1. Details of the parties involved.
2. Details of ownership of manual, control and distribution
3. Details of facilities involved in the vessel sharing

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4. Organograms for each facility, showing relationship with vessel

5. Details of where vessel will take up station in various circumstances
6. Activities which can be supported at each location, dependent on vessel’s position,
environmental conditions or other circumstances. In particular the following should be clearly
described:
a. Operations which can be supported simultaneously at all facilities supported.
b. Operations which require the vessel to take up station at a particular location.
c. In the case of (b) above, operations which then could not be supported at any facility.
7. Co-ordination of vessel operations and decision making process.
8. Arrangements for monitoring movements of other marine traffic and in particular actions to be
taken where threat of collision involving any of the facilities support is thought to exist.
9. Arrangements in event of equipment failure on vessel
10. Arrangement for regular vessel reliefs.
Supplementary information may be included in appendices to the manual, including:
1. Contact details for each party involved (if not included in main document).
2. Further information, charts or data sheets relating to each of the facilities supported,
general field information.
3. Details of the vessel(s) involved.
4. Further information relating to vessel’s normal patrol zone, including response times at each
facility where relevant.
5. Information to assist with planning vessel movements.
6. Response criteria for each party involved.
7. Adverse weather policies for each party involved.

12.8.9 Other Support Functions

In some instances vessels mobilised to provide response and rescue services may be constructed,
outfitted, equipped and manned to support other functions.
Such functions may include:
1. Cargo carrying, both deck and bulk goods.
2. Fire fighting capability.
3. Oil recovery and pollution prevention.

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Additional activities associated with other such functions may be undertaken simultaneously with
providing such services provided that the vessel’s ability to fully support the primary roles referred to
above are never compromised.
The planning of and procedures describing any operation requiring the support of a vessel which
is simultaneously providing emergency response and rescue support should always recognise this
requirement.
Where a vessel is supporting any additional activities whilst simultaneously providing response and
rescue support the relevant recommendations in these Guidelines relating to such activi- ties should
be observed.

12.9 Guard Chase Vessels

12.9.1 General Requirements

From time to time a requirement may be identified for a vessel to be chartered to maintain watch
over an asset or equipment associated with offshore operations. Such a requirement includes
warning other vessels in the vicinity should their activities or actions be thought to pose a risk to
facilities involved.
Such vessels may include:
1. Guard vessels chartered for the purpose of protecting and monitoring marine traffic in the vicinity
of fixed assets of any type.
2. Chase vessels chartered for the purpose of protecting the array of streamers deployed in the
course of seismic survey operations.
3. Any other vessels chartered for similar purposes.
Vessels mobilised for this purpose should comply with the requirements relating to such sup- port
which exist in the jurisdiction in which they are operating.
It is the responsibility of all parties involved to ascertain the requirements for vessels providing support
of this nature in the current area of operations and ensure that these are complied with.
Where no such requirements exist the documents listed in Table 8 may provide useful guidance in
ensuring that adequate standards for this support are established and maintained.

12.9.2 Other Requirements

In addition to the requirements relating to the outfitting and equipping of vessels set out in the above
documents it is also recommended that, if not required by legislation, where a single watch keeper
is likely to be on duty for extended periods, a watch alarm should also be fitted.
This alarm should be fitted with the following features:
1. Positive response by watchkeeper required at periods not exceeding 15 minutes.

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Table 3: Guard and Chase Vessel Guidance

SOURCE DOCUMENT PARTICULARS

NUMBER (If Known) TITLE

ERRVA Emergency Response and Rescue Vessels Survey Guidelines

Emergency Response and Rescue Vessels Management Guide-

ERRVA
lines

NOGEPA 6&7 Safety Standby Vessels Code of Practice

SFF,
Guard Vessel Good Practice
NFFO

2. Response arrangements to be located remotely from any seating facilities.

3. In event of non-response from watchkeeper general alarm to be activated throughout
accommodation within further 5 minutes.
4. Override or disablement of any of the above facilities only being possible with positive
agreement of Master and Chief Engineer.

12.9.3 Further Information to be Provided to Masters & Skippers

Where vessels are taken on hire to support any asset protection, guarding or monitoring
requirements the following information should be provided:
1. Full particulars of the assets to be protected, guarded or monitored, including plans of any
surface and/or sub-sea architecture.
2. Reporting protocols and relevant contact arrangements.
3. Actions to be taken in the event that an approaching vessel is assessed as posing a threat
to the assets being guarded or monitored.
This information should also be provided to any ERRV which may be required to guard or monitor
assets in the vicinity of the offshore facility being supported.

12.9.4 Operational Categories

It should be noted that some of the vessels to which this section of the Guidelines relates may be
operated under the provisions relating to small water craft referred to below.

12.10 Small Vessels & Water Craft

From time to time operations either off- or near-shore may be supported by smaller vessels or water
craft.

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12.10.1 Vessels or Craft Included
Vessels or Craft involved may include:
1. Any vessel or craft with load water line length of 24 metres or less.
2. Vessels or craft with displacement hull forms within this length range.
3. Rigid or semi-rigid hull forms within this length range.
Offshore, such craft may be deployed from a larger host vessel, though in certain circum- stances
they may be capable of autonomous operation. For near-shore operations they are likely to operate
independently from convenient port or other safe haven.

12.10.2 Craft Excluded

This section of the Guidelines does not relate to the following craft:
1. Fast rescue boats mobilised on any vessel in compliance with the International Life Sav- ing
Appliance Code, as modified from time to time
2. Fast rescue craft mobilised on any Emergency Response and Rescue Vessel.
3. Daughter craft mobilised on any Emergency Response and Rescue Vessel to provide
extended rescue and response support which are operated under the provisions of a
Loadline Exemption or similar arrangements.
4. Small work-boats deployed from a larger vessel to support its operations, for example buoy
boats associated with the maintenance of seismic cable arrays.
Craft of this type are likely to operate under provisions attached to the vessel from which they are
deployed or dispensation from the relevant flag state.

12.10.3 Construction, Operational and Competency Requirements

Small craft mobilised to support either off- or near-shore operations should comply with the
requirements relating to such support which exist in the jurisdiction in which they are operating.
It is the responsibility of all parties involved to ascertain the requirements for such craft in the current
area of operations and ensure that these are complied with.
Where no such requirements exist the documents listed in Table 9 may provide useful guidance in
ensuring that adequate standards are established and maintained.
Other guidance exists, but that prepared by the MCA which is referred to above is unique in that
matters relating to construction, operation and competencies are addressed in a single document.
It should also be noted that where small craft are mobilised to provide response and rescue support
additional requirements are likely to exist.

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Table 4: Small Vessel and Water Craft Guidance

SOURCE DOCUMENT PARTICULARS

NUMBER (If Known) TITLE

MCA MGN 280 Small Vessels in Commercial Use Code

OGP Watercraft Guidelines

12.10.4 Further Information to be Provided to Skippers or Coxswains

Where small craft are taken on hire to support any operations the following information should be
provided:
1. Full particulars of the nature of operations to be supported.
2. Reporting protocols and arrangements.
3. Actions to be taken in the event of an emergency or other unforeseen events.

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Contents

13 Emergencies 13-1
13.1 Emergency Preparedness Procedures ...................................................... 13-1
13.2 Facility Emergency ...................................................................................... 13-1
13.3 Vessel Emergency ....................................................................................... 13-1
13.4 Port Emergency ........................................................................................... 13-1
Revision: 0611-1401

13 Emergencies
13.1 Emergency Preparedness Procedures
Facility Operators and Vessel Owners shall prepare and maintain emergency preparedness
procedures for those assets for which they are responsible.
The Operating Company shall prepare and provide to all parties a bridging document linking the
involved parties’ emergency procedures.
This shall include but not be limited to:
1. Organisation Chart.
2. Relevant Communication, and contact numbers.
3. Notification plans.
4. Area charts showing facilities, etc.
5. Overview of local resources in emergency: vessels, helicopters, etc.
6. Incidence response protocols.
7. Media response protocols.

13.2 Facility Emergency

When facility emergency alarms sound OIM / facility manager will issue instructions to all vessels.
Any emergency is to be handled in accordance with the Emergency Preparedness Procedures.

13.3 Vessel Emergency

Within the Safety Zone, vessel emergency to be handled in accordance with the Emergency
Preparedness Procedures. OIM or Facility Manager shall be informed to the nature of the
emergency. Upon being notified of an emergency on any vessel within the Safety Zone he should
take such actions as necessary to minimise the risk to the facility and its personnel.
Outside the Safety Zone emergencies on vessels shall be handled in accordance with the
Owner’s Emergency Response Plan, as described in their Safety Management System. Local and
Regional agencies will be involved as necessary.

13.4 Port Emergency

Ship-owner and vessel’s Master are responsible for ensuring provision of adequate internal
emergency procedure covering their own vessel as well as ensuring sufficient familiarization

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with relevant procedures from Port Authority and base company in this respect.

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Contents

14 Further Information, References 14-1

14.1 Further Information...................................................................................... 14-1
Revision: 0611-1401

14 Further Information, References

14.1 Further Information
Further relevant material relating to the information included in this guidance document is
available from a variety of sources, a number of which are listed in Table 10.
Where possible, this information is open source, available in the public domain and can be viewed
at or downloaded from the source’s web portal, which are also listed as hyper-links.
Notes
1. Reference numbers only included if source specifically referred to in this document.
2. Sources are categorised by the originator or sponsor of the relevant information.
3. Application is categorised as follows:-
a. 1 = International, applicable in all operating areas
b. 2 = General, may be used if no regional or flag guidance is available
c. 3 = Regional or flag guidance, usually relating particularly to the country of origin
d. 4 = For information only.
4. The latest revision of all such sources posted on the relevant web portal should always be
referred to.

Table 1: Further Information

Reference
Document Particulars Country Application
Number Available From
of Origin (Note 3)
(Note 1)

Originator
Number Number and / or Title Sponsor
(Note 2)

Rules for Planning and Execu-

DNV NO 1 Not available electronically
tion of Marine Operations

Emergency Response and

ERRVA,
Rescue Vessels, Management UK 2,3 www.marinesafetyforum.org/
O&GUK
Guidelines

Emergency Response and

ERRVA,
Rescue Vessels,Management UK 3 www.marinesafetyforum.org/
O&GUK
Guidelines

http://www.gl-
0013 Guidelines for Load Outs GLND UK 1
nobledenton.com/ en/rules_guid
elines php
Guidelines for the Approval of http://www.gl-
0021 GLND UK 1
Towing Vessels nobledenton.com/ en/rules_guid
elines php

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Reference
Document Particulars Country Application
Number Available From
of Origin (Note 3)
(Note 1)

Originator
Number Number and / or Title Sponsor
(Note 2)

http://www.gl-
0027 Marine Lifting Operations GLND UK 1
nobledenton.com/ en/rules_guid
elines php
Guidelines for Transporta-
http://www.gl-
0028 tion and Installation of Steel GLND UK 1
nobledenton.com/ en/rules_guid
Jackets
elines.php

Guidelines for Marine Trans- http://www.gl-

0030 GLND UK 1
portations nobledenton.com/ en/rules_guid
elines php
Guidelines for Moorings (In http://www.gl-
0032 GLND UK 1
course of preparation) nobledenton.com/ en/rules_guid
elines php
MGN Location Moves of Self Elevat- http://www.gl-
GLND UK 1
13-2 ing Units nobledenton.com/ en/rules_guid
elines php
MGN Location Moves of Semi Sub- http://www.gl-
GLND UK 1
14-2 mersible Units nobledenton.com/ en/rules_guid
elines php
http://www.gl-
Role of the Warranty Surveyor GLND UK 4
nobledenton.com/ en/rules_guid
elines php
Guidelines for Pipeline Op-
erators on Pipeline Anchor HSE UK 2,3 http://www.hse.gov.uk/offshore/ i
Hazards ndex.htm

Guidelines to HSR in Britain HSE UK 3 http://www.hse.gov.uk/offshore/ i

ndex.htm

LOLER - Guidance HSE UK 3 http://www.hse.gov.uk/offshore/ i

ndex.htm

LOLER 1998 (Open Learning http://www.hse.gov.uk/offshore/ i

HSE UK 3
Guidance) ndex.htm

MaTSURR Use and Operation of Daugh- http://www.hse.gov.uk/offshore/ i

HSE UK 3
307 ter Craft in the UKCS ndex.htm

Guidance on Personnel Trans- http://www.hse.gov.uk/offshore/ i

OIS 1 HSE UK 2,3
fer by Carriers ndex.htm

OTO1997 http://www.hse.gov.uk/offshore/ i
Performance of SBV Radar HSE UK 2
- 058 ndex.htm

OTO2001 Good Practice in Offshore http://www.hse.gov.uk/offshore/ i

HSE UK 2
- 040 Rescue ndex.htm

Effects of Weather on Per-

OTO9906a formance Times in Offshore HSE UK 2 http://www.hse.gov.uk/offshore/ i
Rescue (1) ndex.htm

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Reference
Document Particulars Country Application
Number Available From
of Origin (Note 3)
(Note 1)

Originator
Number Number and / or Title Sponsor
(Note 2)

Effects of Weather on Per-

OTO9906b formance Times in Offshore HSE UK 2 http://www.hse.gov.uk/offshore/ i
Rescue (2) ndex.htm

Safety of Jack-Up Units in http://www.hse.gov.uk/offshore/ i

RR 049 HSE UK 2
Transit ndex.htm

Performance Capabilities of http://www.hse.gov.uk/offshore/ i

RR108 HSE UK 2
Daughter Craft Crews ndex.htm

RR569 Analysis of ERRV Trials Data HSE UK 2 http://www.hse.gov.uk/offshore/ i

ndex.htm

MCA and MAIBMemorandum http://www.hse.gov.uk/offshore/ i

HSE UK 3
of Understanding ndex.htm

The Selection of Vessels of

D 035 Opportunity for Diving Opera- IMCA UK 1 http://www.imca-int.com/
tions

Guidelines for The Design and

M 103 Operations of Dynamically IMCA UK 1 http://www.imca-int.com/
Positioned Vessels

A Guide to Dynamic Position

M 109 Related Documentation of Dy- IMCA UK 1 http://www.imca-int.com/
namically Positioned Vessels

The Training and Experience

M 117 of Key Dynamic Positioning IMCA UK 1 http://www.imca-int.com/
Personnel

Safety Interface Document for

Dynamically Positioned Vessel
M 125 IMCA UK 1 http://www.imca-int.com/
Working Near an Offshore
Installation

Check List associated with M

M 125a IMCA UK 1 http://www.imca-int.com/
125

Review of Use of Fan Beam

M 131 Systems for Dynamic Posi- IMCA UK 1 http://www.imca-int.com/
tioning

Standard Report for DP Ves-

M 139 IMCA UK 1 http://www.imca-int.com/
sels Annual Trials

Guidelines for the Use of

M 141 DGPS as Position Reference IMCA UK 1 http://www.imca-int.com/
in DP Control Systems

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Reference
Document Particulars Country Application
Number Available From
of Origin (Note 3)
(Note 1)

Originator
Number Number and / or Title Sponsor
(Note 2)

Common Marine Inspection

M 149 IMCA UK 1 http://www.imca-int.com/
Format

Guidelines for Quality Assur-

M 163 ance and Quality Control of IMCA UK 1 http://www.imca-int.com/
Software

M 171 Crane Specification Document IMCA UK 1 http://www.imca-int.com/

International Guidelines for

the Safe Operation of Dy-
M 182 IMCA UK 1 http://www.imca-int.com/
namically Positioned Offshore
Supply Vessels

M 187 Lifting Operations IMCA UK 1 http://www.imca-int.com/

Inspection Checklist for Small

M 189 IMCA UK 1 http://www.imca-int.com/
Workboats

Guidelines for Operational

M 193 Communications - Lifting Op- IMCA UK 1 http://www.imca-int.com/
erations

Wire Rope Integrity Manage-

M 194 ment for Vessels in Offshore IMCA UK 1 http://www.imca-int.com/
Industry

Guidelines for the Transfer of

M 202 Personnel to or from Offshore IMCA UK 1 http://www.imca-int.com/
Vessels

M 203 Simultaneous Operations IMCA UK 1 http://www.imca-int.com/

A 893, Guidelines for Passage Plan-

IMO 1
Annex 25 ning

Safety of Towed Ships and

MSC 494 IMO 1
Other Floating Objects

Guidelines for Vessels with

MSC 645 IMO 1
Dynamic Positioning Systems

http://www.dft.gov.uk/mca/ mc
A Masters Guide to the UK ga07-
MCA UK 2,3
Flag home/shipsandcargoes/mcga-
shipsregsandguidance.htm

UNCONTROLLED WHEN PRINTED 14-4

Revision: 0611-1401

Reference
Document Particulars Country Application
Number Available From
of Origin (Note 3)
(Note 1)

Originator
Number Number and / or Title Sponsor
(Note 2)

http://www.dft.gov.uk/mca/ mc
MGN 280 Code - Small Vessels in Com- ga07-
MCA UK 2
- 3(M) mercial Use home/shipsandcargoes/mcga-
shipsregsandguidance.htm

Dangerous Goods - Guidance http://www.dft.gov.uk/mca/ mc

in the Cariage of Packaged ga07-
MGN 282 MCA UK 2,3
Dangerous Goods on Off- home/shipsandcargoes/mcga-
shore Supply Vessels shipsregsandguidance.htm

Dangerous Goods - Guid-

ance on the Backloading of http://www.dft.gov.uk/mca/ mc
Contaminated Bulk Liquids ga07-
MGN 283 MCA UK 2
from Offshore Installations home/shipsandcargoes/mcga-
to Offshore Supply / Support shipsregsandguidance.htm
Vessels

http://www.dft.gov.uk/mca/ mc
MGN
ga07-
XXX Ship to Ship Transfers MCA UK 2
home/shipsandcargoes/mcga-
(Draft)
shipsregsandguidance.htm

http://www.dft.gov.uk/mca/ mc
Code of Safe Working Prac- ga07-
MSCP 01 MCA UK 2,3
tices for Merchant Seamen home/shipsandcargoes/mcga-
shipsregsandguidance.htm

http://www.dft.gov.uk/mca/ mc
MSN Hours of Work, Safe Manning ga07-
MCA UK 2,3
1767 and Watch Keeping home/shipsandcargoes/mcga-
shipsregsandguidance.htm

http://www.dft.gov.uk/mca/ mc
ga07-
RNLI Rescue Boat Code MCA UK 2,3
home/shipsandcargoes/mcga-
shipsregsandguidance.htm

AHV, PSV HSE Inspection

MSF UK 1 www.marinesafetyforum.org/
Check List

Anchor Handling Manual Tem-

MSF UK 1 www.marinesafetyforum.org/
plate

Guidelines for Contents of

MSF UK 1 www.marinesafetyforum.org/
MOU Move Procedures

SF - 06.32Cherry Picking MSF UK 2.3 www.marinesafetyforum.org/

SF - 07.29Ships Access in
MSF UK 2 www.marinesafetyforum.org/
Harbour

UNCONTROLLED WHEN PRINTED 14-5

Revision: 0611-1401

Reference
Document Particulars Country Application
Number Available From
of Origin (Note 3)
(Note 1)

Originator
Number Number and / or Title Sponsor
(Note 2)

SF - 08.05Contractors Work-
MSF UK 2 www.marinesafetyforum.org/
ing on Board

SF - 10.21Permits to Work MSF UK 2 www.marinesafetyforum.org/

SFF & NFFOGuard Vessel

MSF UK 2,3 www.marinesafetyforum.org/
Good Practice

http://www.mtsociety.org
DP Operations Guidance MTS US 1
(Registration required).

Safety Measures for Anchor

Handling Vessels and Mobile NMD NO 2,3
Offshore Units

http://www.nogepa.nl/en/Home
/OliegasinNederland/ V
IG6 Safety Standby Vessels NOGEPA NL 2,3
eiligheidgezondheid/ In
dustrierichtlijnen.aspx

OPS 013 Collision Risk Avoidance O&GUK UK 2,3

Watercraft Guidelines OGP 2

Transfer of Personnel using

PGS 2
Small Boats

Bulk Hose Handling Guide- STEP

UK 2 www.marinesafetyforum.org/
lines CHANGE

Health and Safety Manage- STEP

UK 2,3
ment Systems Interfacing CHANGE

Guidelines for Anchor Han-

dling in Vicinity of UKCS In-
UKOOA UK 2,3
stallations, Pipelines and their
Sub Sea Equipment

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-A
Persons & Organisations Contributing to these
Guidelines

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APPENDIX 1 – A
PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

STEERING GROUP

The Steering Group responsible for moderating the outcomes of the various work
groups and the preparation of this document included the following individuals:-

Name Representing

Ole Steinar Andersen Statoil a/s

Gustav Bretton-Meyer Maersk Supply Service a/s
Terry Brown Gulf Offshore North Sea Ltd.
Mike Close* GL Noble Denton
Bjorn Inge Furuli Bourbon Offshore Norway a/s
Ane Heidema Total E & P (Nederland) B.V.
Iain Hepplewhite Gulf Offshore North Sea Ltd.
Andy Holt SBS Marine
Soren Jeppsen Maersk Drilling a/s
Per Sund Lindtner Seadrill Management
Fergus Mack Marathon Oil UK Ltd.
Neil Trier Madsen Maersk Supply Service a/s
Tor Ståle Moen ConocoPhillips Norge a/s
Stig Rabben DOF Management a/s
* Chairman

WORK GROUPS

The various work groups were comprised of the following individuals:-

Work Group 1 (Anchor Handling and Rig Moving Operations)

Name Representing

Terry Brown* Gulf Offshore North Sea Ltd.

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APPENDIX 1 – A
PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

Name Representing

Knut Idar Haugland** Statoil a/s

Iain Hepplewhite Gulf Offshore North Sea Ltd.
Soren Jeppsen Maersk Drilling a/s
Per Sund Lindtner Seadrill Management
Neil Trier Madsen Maersk Supply Service a/s
Stig Rabben DOF Management a/s

* Chairman
** Co-Opted

Work Group 2 (Competencies)

Name Representing

Ole Steinar Andersen Statoil a/s

Gustav Bretton-Meyer Maersk Supply Service a/s
Bjorn Inge Furuli* Bourbon Offshore Norway a/s
Ane Heidema Total E & P (Nederland) B.V.
Iain Hepplewhite Gulf Offshore North Sea Ltd.
Andy Holt SBS Marine
Neil Trier Madsen Maersk Supply Service a/s

* Chairman

Work Group 3 (Logistics and Supply Operations)

Name Representing
Gustav Bretton-Meyer Maersk Supply Service a/s
Mike Close* GL Noble Denton
Iain Hepplewhite Gulf Offshore North Sea Ltd.

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APPENDIX 1 – A
PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

Name Representing
Andy Holt SBS Marine
Fergus Mack Marathon Oil UK Ltd.
Kjetil Vea** Statoil a/s
Neil Trier Madsen Maersk Supply Service a/s

* Chairman
** Co-Opted

Work Group 4 (General Operations and Project Support)

Name Representing

Ole Steinar Andersen Statoil a/s

Terry Brown Gulf Offshore North Sea Ltd.
Ane Heidema* Total E & P (Nederland) B.V.
Andy Holt SBS Marine
Per Sund Lindtner Seadrill Management
Fergus Mack Marathon Oil UK Ltd.
Neil Trier Madsen Maersk Supply Service a/s
Tor Ståle Moen ConocoPhillips Norge a/s
* Chairman

SUPPORT SERVICES AND FACILITIES

The Steering Group would like to thank the Norwegian Oil and Gas Association
(formerly Oljeindustriens Landsforening (OLF)) for occasional secretarial support and
facilitating access to the Project Place web site. The latter proved to be an invaluable tool in
sharing information between members.

The Group would also like to thank those organisations who acted as hosts for its meetings
and those of the various work groups, including:-

ConocoPhillips Norge a/s Stavanger

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APPENDIX 1 – A
PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

GL Noble Denton Aberdeen

Gulf Offshore North Sea Ltd. Aberdeen
Maersk Supply Services København
Marathon Oil (UK) Ltd. Aberdeen
Statoil a/s Bergen

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-B
Document Style and Structure

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

1 STYLE OF THIS DOCUMENT

The principles adopted in assembling this document are described below.
1.1 STRUCTURE

The structure of this document is based on the following principles:-

1. Principal guidance should be included in the main body of the document.
2. General guidance relating to all operations, particularly that relating to the
safe management of activities will be included in the early chapters of the
document.
3. Where possible, the information included in the document should follow the
flow of a typical voyage to and from an offshore facility.
4. Supporting information and / or procedures relating to specific operations will
be included as Appendices.
5. To facilitate citing of references from this document a maximum of 3
paragraph hierarchy levels has been used wherever possible.

Lists are all numbered, with no bulleted points being included.

1.2 NUMBERING CONVENTIONS

1.2.1 Figures
Figures are assigned a numeric designation based on the sequence they appear in
the relevant chapter, as follows:-

NN - YY
Where:-
NN = Chapter in which figure appears
YY = Figure number within the chapter

Thus:-
Figure 2 - 1 = First figure appearing in Chapter 2
Figure 2 - 2 = Second figure appearing in Chapter 2
This convention has been adopted to enable figures to be subsequently added or
removed with minimum disruption to numbering elsewhere in the document.

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ll

GOMO APPENDIX 1 – B
DOCUMENT STYLE AND STRUCTURE

1.2.2 Appendices
Appendices are assigned an alpha-numeric designation as follows:-
NN - AA
Where:-
NN = Chapter to which appendix most relates
AA = Order designator within the NN sequence.
Thus:-
Appendix 9 - A = First appendix relating to Chapter 9
Appendix 9 - B = Second appendix relating to Chapter 9
This convention has been adopted for two principal reasons, as follows:-
1. The order of the appendices relates more closely to that of the main
document.
2. Further appendices can be added in the appropriate place at later dates
without causing major disruption to general structure of the document.
1.2.2.1 Figures in Appendices
Figures in Appendices are assigned a numeric designation based on the sequence
they appear in the relevant Appendix, as follows:-
NN - AA - XX

Where:-
NN - AA = Appendix Number as described above
XX = Figure number within the Appendix
Thus:-
Figure 12 - A - 1 = First figure appearing in Appendix 12 - A
Figure 12 - A - 2 = Second figure in Appendix 12 - A
This convention has been adopted to enable figures to be subsequently added or
removed with minimum disruption to numbering elsewhere in the document.

Figures included in Appendices are assigned the number of the Appendix followed

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-C
Hierarchy of Authorities

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GOMO APPENDIX 1 – C
HIERARCHY OF AUTHORITIES

1 HIERARCHY OF AUTHORITY
The hierarchy of authority of this document in the overall maritime environment is
summarised in the diagram below.

Figure 1 - C - 1 “GOMO” - Hierarchy of Authorities

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GOMO APPENDIX 1 – C
HIERARCHY OF AUTHORITIES

1.1 INTERNATIONAL MARITIME ORGANIZATION (IMO)

This is the United Nations body supported by all major maritime nations and
responsible for international marine legislation which is then ratified by and included
in the statute books of member countries.
Such legislation is supported by 4 primary “pillars”, as follows:-
1. International Convention for the Prevention of Pollution from Ships
(MARPOL)
2. International Convention for the Safety of Life at Sea
(SOLAS)
3. International Convention for Standards of Training, Certification and Watchkeeping
for Seafarers
(STCW)
4. Maritime Labour Convention
(MLC)
“Pillars” 1 ~ 3 have been ratified and are currently in force. Following ratification in
2012 “pillar” 4 will be implemented in 2013.
Subsidiary legislation flows from each of the “pillars” referred to above.
1.2 FLAG STATE
In addition to international regulations flowing from the IMO as described above the
state where the vessel is registered may have further, supplementary rules.
These are likely to include those developed by Classification Societies acting on
behalf of the flag state.
1.3 REGIONAL OR LOCAL AUTHORITIES
Compliance with legislation originating from IMO or the flag state is mandatory
wherever the vessel is operating geographically.
However, the authorities responsible for marine activities in its present trading area
may have further local requirements relating to, for example, such matters as
environmental measures, etc.
It is the responsibility of vessel Owners and Masters to ensure that all the above
requirements are understood and complied with at all times.
This document has been prepared on the understanding that this is indeed the case.
1.4 CHARTERER’S SPECIFIC REQUIREMENTS
Each charterer may have specific requirements, both relating to general marine
activities or of a more particular nature should a vessel be taken on hire for any
specialised operation.

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GOMO APPENDIX 1 – C
HIERARCHY OF AUTHORITIES

Such requirements may be summarised in the charterer’s marine operations manual

or in any relevant project-specific procedures
It is the responsibility of the charterer to ensure that Owners and Masters are made
aware of any such specific requirements.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-D
Document “Ownership” and Management

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GOMO APPENDIX 1-D
DOCUMENT “OWNERSHIP” AND MANAGEMENT

CONTENTS

1 ORGANOGRAM 2
2 PARTIES INVOLVED IN MANAGEMENT OF DOCUMENT 3
2.1 DOCUMENT “OWNERS” & SPONSORS 3
2.2 PERMANENT STEERING GROUP 3
2.3 CONTRIBUTORS 4
2.4 ENDORSERS 4
2.5 WORK GROUPS 4

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GOMO APPENDIX 1-D
DOCUMENT “OWNERSHIP” AND MANAGEMENT

1 ORGANOGRAM
The organogram for the “ownership” of this document and its revision arrangements
is shown below.

Figure 1 - D - 1 “GOMO” - “Ownership” & Revision Process

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GOMO APPENDIX 1-D
DOCUMENT “OWNERSHIP” AND MANAGEMENT

2 PARTIES INVOLVED IN MANAGEMENT OF DOCUMENT

2.1 DOCUMENT “OWNERS” & SPONSORS

The “owners” and sponsors of this document will be required to provide the
resources, including funding and other support services required for future revisions.

2.2 PERMANENT STEERING GROUP

The steering group will be a permanent establishment which will assess
requirements for future revisions of the document. The current steering group will
continue until permanent arrangements have been established.
It is presently anticipated that the document will be reviewed on a tri-annual cycle.
Outwith any revision period the steering group will convene every six months, the
dates and venues to be mutually agreed.
Such assessments will normally take into account the following:-
1. Period of time since last revision
2. Outcomes or implications of any major incidents.
3. Outcomes or implications of any major changes in technology or operational
practices.
4. Outcomes or implications of any major changes in legislation
Between revisions the group may choose to prepare interim supplements to the
document should any matter be considered to be of significant interest and may, of
course, elect to call forward the next revision should this be thought necessary.
Each sponsor may appoint one member of the group, subject to a quorum of not less
than four persons.
The term that any member may serve on the group will be limited to a period of 2
years. Individuals may be re-appointed for 2 further periods of 2 years, making a total
of 6 years in all. Such re-appointments are to be endorsed by all document sponsors.
However, it should be noted that in the initial stages 2 members of the group will be
limited to a term of 2 years and a further 2 will be limited to a term of 4 years. Such
arrangements will be necessary to ensure on-going continuity in later years.
The members of the steering group will appoint the Chair, who will normally serve for
a period of 2 years. On appointment, the Chair will take contact with all of the
document sponsors and discuss their particular concerns or expectations for the next
2 years.
Appointments are to be based on a member’s function within his or her present
organisation. Should this change continuing participation in the steering group
should be re-assessed.

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GOMO APPENDIX 1-D
DOCUMENT “OWNERSHIP” AND MANAGEMENT

2.2.1 Temporary Arrangements to Ensure Continuity of Stewardship

As a temporary measure and to ensure continuity a core team of the steering group
responsible for preparing this document will retain stewardship of it until the
permanent arrangements described above have been established.
On establishment of these permanent arrangements procedures for the transfer of
stewardship will be agreed, and those members of the present steering group
included in the core team will stand down.
This sub-section will be deleted at the first revision of this document.
2.3 CONTRIBUTORS
Contributors to this document are anticipated to include those trade associations or
organisations having a particular interest in operations in support of the offshore or
marine renewables industries.
Whilst not part of the formal revision process their contributions will be invited and
they will be included in subsequent document review.
2.4 ENDORSERS
Endorsers of this document are anticipated to include contributors as described
above and also relevant government agencies or other trade organisations.
Where appropriate, endorsers may be invited to give permission for their logo to
appear on the document.
2.5 WORK GROUPS
The requirement for one or more work-groups to review or develop guidance relating
to any matter of particular concern will be identified by the steering group.
The terms of reference and objectives for each work group will be developed by the
steering group.
Each work group will normally be led by a nominated member of the steering group,
who may co-opt any other external expertise considered necessary to deliver the
objectives as described above.
The group leader will be responsible for keeping the steering group appraised of
progress or of any problems encountered which may adversely impact on the
delivery of the group’s objectives.
On the delivery of its objectives to the satisfaction of the steering group the work
group will disband.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-E
Preparation, Format and Contents of Regional or
Local Supplements

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GOMO Appendix 1-E
PREPARATION, FORMAT AND CONTENTS OF REGIONAL OR LOCAL SUPPLEMENTS

1 INTRODUCTION
It has been identified that in some instances additional guidance specifically relating
to operations within a particular region or national area of interest may be required.
As noted in Section 1.7 of this document the team responsible for it will not prepare
such regional or local guidance which should be seen as supplementary to it but in
the interests of ensuring consistency and minimising the risk of misunderstandings
by users will suggest some general principles which should be adopted in the
preparation of such guidance.
These principles are set out in this Appendix.

2 PREPARATION AND MANAGEMENT

2.1 PREPARATION
Guidance to be included in any regional or local supplements to this document
(GOMO) should be prepared by a SINGLE regional or national industry body, which
has the competencies and resources to do so.
It should relate to all marine activities undertaken in support of offshore operations
within the area to which the guidance relates.
It should not be prepared or viewed as specific requirements of a particular Charterer
or Operator, but should relate to all responsible for chartering or managing vessels or
other marine craft operating in the area.
The particular requirements of any Charterer or Operator should continue to be
addressed through the normal chartering process, as at present.
2.2 MANAGEMENT
The guidance referred to in this Appendix should be prepared and published as a
controlled document.
A process for review and revision at regular intervals as appropriate to the
circumstances relating to the area to which the guidance relates should be
established.

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GOMO Appendix 1-E
PREPARATION, FORMAT AND CONTENTS OF REGIONAL OR LOCAL SUPPLEMENTS

3 STRUCTURE AND STYLE

It is suggested that documents which contain the guidance described in this
Appendix have the following contents:-
1. Area to which it relates, including maps and other aids.
2. Authorities controlling activities in the area, including contact details
3. Regional or industry bodies, including contact details
4. Sources for relevant local legislation.
5. Sources for relevant local official notices
6. Sources for other relevant local guidelines.
It is suggested that the information is included in the order it appears above. Internet
links to relevant sites should be included wherever possible.

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-F
Summary of Contents

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GOMO Appendix 1-F

SUMMARY OF CONTENTS

SUMMARY OF CONTENTS OF THIS DOCUMENT

CONTENTS IN RELATION TO DOCUMENT REPLACED

As explained above it is intended that this be considered a new document, replacing
the previous “NWEA Guidelines for the Safe Management of Offshore Supply and
Rig Move Operations”.
However, to promote continuity a summary of the contents of this document,
together with a comparison of that which it replaces, is included below.
The numbers relate to the chapters in this document.
1 INTRODUCTION
General information relating to purpose and use of document, together with protocols
adopted.
Extensive references to appendices for further information relating to style and
structure, hierarchy of authorities and document management, together with the
regional supplements
2 ABBREVIATIONS AND DEFINITIONS
This chapter is self-explanatory and relates to material included in the former
document, updated as required.
3 RÔLES AND RESPONSIBILITIES
This chapter is self-explanatory and relates primarily to Section 2 in the former
document.
However, other references to roles and responsibilities also appear elsewhere in that
document which have been consolidated into this chapter.
4 OPERATIONAL RISK MANAGEMENT
Explanation of good practices in the management of risk on any vessel supporting
operations.
Similar information was included previously included in Sections 5 and 7 of the
former document but it was believed that these should be consolidated and
expanded to ensure clear guidance relating to all operations undertaken by or
onboard vessels supporting operations were included.
5 CERTIFICATION, TRAINING, COMPETENCY & MANNING
Explanation of the competencies recommended , both personal and as a team, on
board vessels supporting offshore operations.
It should be noted that these recommendations are in addition to and support any
requirements laid down in the STCW convention.
Extensive new material is included but also relates in part to Section 9 of the former
document.

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GOMO Appendix 1-F

SUMMARY OF CONTENTS

6 OPERATIONAL COMMUNICATIONS & MEETINGS

This chapter is self-explanatory.
It relates in part to Section 3.3 of the former document though other references to
communications appear throughout it.
Section 2.3 of the former document has been transferred into this chapter.
7 OPERATIONAL BEST PRACTICE
Explanation of general best practice to be adopted on vessels supporting offshore
operations.
Whilst this chapter relates in general to Section 3 of the former document extensive
new material is included.
Recommendations relating to security have been included in this chapter.
8 COLLISION RISK MANAGEMENT
Explanation of best practice to be adopted by vessels approaching an offshore
facility (whether or not a safety zone has been established) maintaining station in its
vicinity or departing from the location.
Whilst this chapter relates principally to Section 3.3 and Appendix C of the former
document extensive new material is included.
9 LOGISTICS AND CARGO HANDLING OPERATIONS
Explanation of best practices to be adopted in the transportation and delivery of
containerised or other cargo items carried on deck to offshore facilities.
This chapter relates principally to Section 3 of the former document, but new
material is also included.
10 BULK CARGO OPERATIONS
Explanation of the best practice to be adopted in transportation and delivery of bulk
(dry or liquid) cargoes to offshore facilities.
This chapter relates almost entirely to Section 4 of the former document but
extensive new material has been added, including recommendations relating to
attendance of personnel on the facility whilst hose transfers are in progress, main
block operations and the transfer of noxious liquid products in the hours of darkness.
Section 18 of Appendix K in the former document has also been transferred into this
chapter.
11 ANCHOR HANDLING AND MOU MOVING
Explanation of best practices to be adopted on board both the mobile units involved
and supporting vessels in the course of moving from one location to another.
This chapter relates principally to Section 6 of the former document but extensive
new material has been included.

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GOMO Appendix 1-F

SUMMARY OF CONTENTS

12 PROJECT SUPPORT OPERATIONS

This is a new section relating to a variety of offshore operations likely to require
marine support involving vessels.
Extensive references are made to guidelines prepared by other recognised industry
bodies.
Guidelines relating to response and rescue support are included, as is information
relating to the use of smaller craft on project-related activities.
13 EMERGENCIES
This chapter is self-explanatory.
Whilst it relates in part to Section 10 of the former document a more general; view
relating to primacies and the responsibilities for the various parties involved to
ensure that appropriate emergency response arrangements are in place is adopted.
14 FURTHER INFORMATION, REFERENCES
This chapter is self explanatory
APPENDICES
The appendices included in this document are summarised in the table below, which
also includes their relationship to those in the existing document.

APPENDIX DETAILS
NUMBER
(This Document) REMARKS
(Existing
Document)
NUMBER TITLE

Personnel and
1-A Organisations Contributing New
to these Guidelines

Document Style and

1-B New
Structure

1-C Hierarchy of Authorities New

Document “Ownership” and

1-D New
Management

Preparation, Format and

1-E Contents of Regional or New
Local Supplements

1-F Summary of Contents New

Examples of Platform,
3-A H
MOU Data Cards

Examples of Base Operator

3-B M
and Port Data Cards

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GOMO Appendix 1-F

SUMMARY OF CONTENTS

APPENDIX DETAILS
NUMBER
(This Document) REMARKS
(Existing
Document)
NUMBER TITLE

Minimum Personal
4-A Protective Equipment, New
Typical Examples

Guidance on Operations in
7-A Environmentally Extreme New
Conditions

Safety Zone Entry Check

8-A D
List

Deck Cargo Plan, Typical

9-A G
Example

Transport of Tubular
9-B New
Cargoes

Guidance on Make-Up and

9-C New
Use of Tag Lines

Flowcharts Illustrating
Handling of Bulk Cargoes In main body of
10 - A
in Port and at Offshore former document
Facility

10 - B Bulk Transfer Check List B

Bulk Hoses, Best Practice

10 - C K
Guidelines

In main body of
Hose Markings and former document -
10 - D
Connections new material also
added.

Carriage of Oil
10 - E Contaminated Cargoes on A
Offshore Support Vessels

10 - F Tank Cleaning Check List E

Section 5.1.2.3 of
10 - G Tank Standards
existing document

Guidance for the Content or

11 - A MOU Move and Anchor New
Handling Workscope

Anchor Handling Systems,

11 - B N
Set Up and Handling

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GOMO Appendix 1-F

SUMMARY OF CONTENTS

APPENDIX DETAILS
NUMBER
(This Document) REMARKS
(Existing
Document)
NUMBER TITLE

Adverse Weather Criteria,

12 - A Response and Rescue New
Support

OTHER APPENDICES

(Existing Document)

Offshore Support Vessel

Now included in
Bridge Procedures at C
Chapter 8
Offshore Installations

Segregation Tables F Deleted

FPSO Specific Check List I Deleted

Communications with Now included in

J
Vessels Chapter 6

Hand Signals for Crane

P Deleted
Operations

Now included in
References Q
Chapter 14

Omitted - to be
National Addenda included in Regional
Supplements

NOTES
1. Designation of appendices is explained in note included in the introductory
section relating to the style of the document and again immediately prior to
that part of the document.
2. It is anticipated that this Appendix will be removed on first revision of this
document.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 3-A
Examples of Platform, MOU Data Cards

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GOMO APPENDIX 3-A
EXAMPLES OF PLATFORM, MOU DATA CARDS

PRODUCTION PLATFORM, Example

Page 1

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GOMO APPENDIX 3-A
EXAMPLES OF PLATFORM, MOU DATA CARDS

Page 2

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GOMO APPENDIX 3-A
EXAMPLES OF PLATFORM, MOU DATA CARDS

MOU Example

To Follow

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 3-B
Examples of Base Operator and Port Data Cards

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GOMO APPENDIX 3-B
EXAMPLES OF BASE OPERATOR AND PORT DATA CARDS

BASE OPERATOR DATA CARD, Example

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GOMO APPENDIX 3-B
EXAMPLES OF BASE OPERATOR AND PORT DATA CARDS

PORT DATA CARD, Example

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 4-A
Minimum Personal Protective Equipment, Typical
Examples

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GOMO APPENDIX 4 - A

MINIMUM PERSONAL PROTECTIVE EQUIPMENT, TYPICAL EXAMPLES

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 7-A
Guidance on Operations in Environmentally Extreme
Conditions

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GOMO APPENDIX 7-A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

CONTENTS

1 ENVIRONMENTALLY EXTREME CONDITIONS 2

2 COLD WEATHER OPERATIONS (< -10º CELSIUS) 2
2.1 PERSONNEL CONSIDERATIONS 2
2.2 HUMAN RESPONSE TO COLD EXPOSURE 2
2.3 WIND CHILL EFFECT 3
2.4 EFFECT OF COLD EXPOSURE ON COGNITION & REASONING ABILITY 4
2.5 HEALTH HAZARDS RELATING TO COLD EXPOSURE 4
2.6 MONITORING ENVIRONMENTAL CONDITIONS 4
2.7 CLOTHING AND PERSONAL PROTECTIVE EQUIPMENT 4
2.8 NUTRITIONAL CONSIDERATIONS IN COLD CLIMATES 5
2.9 WORKSTATION DESIGN AND OPERATIONAL CONSIDERATIONS 5
2.10 SAFETY SYSTEMS 5
2.11 FIRE FIGHTING EQUIPMENT 5
2.12 HULL CONSTRUCTION, ARRANGEMENTS AND EQUIPMENT 6
2.13 ICE LOADS ON DECKS 6
2.14 SEA WATER SUPPLIES 6
2.15 PROTECTION OF DECK MACHINERY, SYSTEMS AND EQUIPMENT 6
3 WARM / HOT (> 35º CELSIUS) 6
3.1 ULTRA VIOLET PROTECTION, PERSONNEL 6
3.2 ULTRA VIOLET PROTECTION, EQUIPMENT 7
3.3 PRECAUTIONS AGAINST INFECTION 7
3.4 PRECAUTIONS AGAINST DEHYDRATION 7
4 SAFETY CRITICAL EQUIPMENT IN ENVIRONMENTALLY EXTREME CONDITIONS
7
5 OPERATIONS IN EXTENDED PERIODS OF DARKNESS 8

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

1 ENVIRONMENTALLY EXTREME CONDITIONS

This Appendix relates to the following conditions:-
1. Air temperatures of less than -10º Celsius.
Please note, however, that navigation in ice is NOT included. Guidance in this
matter should be sought from other sources.
2. Air temperatures greater than +35º Celsius.
3. Safety-Critical Equipment in Environmentally Extreme Conditions
4. Operations in Extended Periods of Darkness

2 COLD WEATHER OPERATIONS (< -10º CELSIUS)

2.1 PERSONNEL CONSIDERATIONS

Working in cold weather environments has significant implications on human
capabilities, and unless proper precautions are made, these can be hazardous to a
person’s health. In recognition of these implications on human health and
performance due to working in cold climes,
1. Basic information on human performance and health hazards when working
in cold conditions
2. Guidance for design or selection of clothing
3. Information that can be used to help generate cold weather operations safety
and operating procedures
4. Information that can be used to preserve the health of persons working in
cold environments
5. The information that follows is provided for those owners, or operators to
consider in the course of ship operation.
2.2 HUMAN RESPONSE TO COLD EXPOSURE
The core (trunk) of the human body should remain within a small temperature range
for healthy function. Excessive cooling or excessive heating will result in abnormal
cardiovascular and neurological function. The skin is the organ through which a
person regulates body temperature. With an average skin temperature of 33°C
(91.4°F), conductive heat loss occurs at temperatures below this value, therefore, it is
easy to see how cold weather performance can significantly influence normal body
function. As a person cools:
Metabolism is increased to generate more body heat – as cooling continues a person
will begin to “shiver” – a visible sign that body cooling has progressed beyond a
comfortable level. Increased metabolism will reduce the amount of time a person can
sustain work.

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Safe manual materials handling tasks require the use of sense of touch, hand
dexterity, strength, and coordination. Decreases in the ability to produce force, exhibit
fine control over objects, and sustain muscular work loads occur in cold working
environment.
Work in cold environments is related to an increased risk for musculoskeletal injury.
Motor function impairments of the arms and hands will occur long before cognitive or
hypothermic-related disabilities occur. Impaired cognitive performance will lead to
poor decision-making and increased risk for accident.
Persons suffering from arthritis or rheumatism will generally experience increased
levels of pain during cold weather operations.
2.3 WIND CHILL EFFECT
Wind chill is the perceived decrease in air temperature due to the flow of cold air over
the body.
Heat is lost from the human body through a variety of processes, including
convection, conduction and radiation. In still conditions the air immediately next to
exposed skin heats up forming an insulating boundary layer. Air movements disrupt
this boundary layer, allowing new, cooler air to replace the warmer air immediately
next to the skin, resulting in the apparent cooling effect. This effect is accentuated as
the wind speed increases.
The effects of wind chill are illustrated in the diagram below.
WIND CHILL INDEX

WIND SPEED
BEAUFORT AIR TEMPERATURE
(Approximate) (Celsius)
m/s knots
Force Description
10 5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50

1 2 1 Light Air 10 5 -1 -6 -12 -17 -23 -29 -34 -40 -45 -51 -56
2.5 5 2 Light Breeze 9 3 -3 -9 -15 -21 -27 -33 -39 -45 -50 -56 -62
5 10 3 Gentle Breeze 8 1 -5 -11 -17 -24 -30 -36 -42 -49 -55 -61 -67
7.5 15 4 Moderate Breeze 7 0 -6 -13 -19 -26 -32 -38 -45 -51 -58 -64 -71
10 20 5 Fresh Breeze 6 0 -7 -14 -20 -27 -34 -40 -47 -53 -60 -67 -73
12.5 25 6 Strong Breeze 6 -1 -8 -15 -21 -28 -35 -42 -48 -55 -62 -69 -75
15 30 7 Near Gale 5 -2 -8 -15 -22 -29 -36 -43 -50 -56 -63 -70 -77
17.5 35 5 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -78
8 Gale
20 40 5 -2 -9 -16 -23 -31 -38 -45 -52 -59 -66 -73 -80
22.5 45 9 Severe Gale 4 -3 -10 -17 -24 -31 -38 -45 -53 -60 -67 -74 -81

(after JAG/TI and DNMI)

Figure 7 - A - 1 Wind Chill Index

Colour coding in Figure 7 - A - 1 relates to the potential for onset of frostbite in
exposed skin, as follows:-

Frostbite highly likely within 30 minutes, particularly if skin is already cold.

Frostbite will occur within 10 minutes or less, particularly if skin is already cold

Frostbite will occur within 2 minutes or less, particularly if skin is already cold

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

2.4 EFFECT OF COLD EXPOSURE ON COGNITION & REASONING ABILITY

Tasks requiring vigilance may be hampered after prolonged exposure to cold.
Decision verification procedures should be implemented.
Cold weather operations, coupled with other physical distracters, such as noise or
motion environments, will influence the quality of perception, memory and reasoning
and compound the risk of decision-making error.
2.5 HEALTH HAZARDS RELATING TO COLD EXPOSURE
The list of potential injuries and issues for occupational work in cold environments is
lengthy. Personnel should have adequate training to enhance preparation for work in
cold environments. Proper planning and precaution can deter the potential risks of
cold work.
2.5.1 Hypothermia
Hypothermia is a rapid, progressive mental and physical collapse due to the body’s
warming mechanisms failing to maintain normal body temperatures.
While hypothermia is often associated with immersion in cold water, it can also occur
in air when suitable cold weather protection is not employed. Conditions of extremely
low dry-ambient temperature or mildly cold ambient temperatures with wind and
dampness can lead to a general cooling effect on the body. If metabolic heat
production is less than the gradient of heat loss to the environment hypothermia
becomes an issue.
2.6 MONITORING ENVIRONMENTAL CONDITIONS
Working in cold environments requires an understanding of the interaction between
ambient temperature, wind speed, relative humidity, personnel protective equipment
and task being performed. In order to limit the risk during operational activities due to
cold stress and further prevent local cold injuries and general freezing, specific
preventative measures should be evaluated and introduced during the planning and
execution of the daily work activities.
Climatic metrics such as temperature, wind speed, and humidity should be regularly
monitored in the locations where outside work is to be performed. Of primary
importance is a regular reporting of the wind chill or equivalent temperature.
Regular communications should be maintained regarding allowable time to work
outside. Indoor personnel should regularly monitor outside workers so best work-to-
rest/warming schedules are maintained.
2.7 CLOTHING AND PERSONAL PROTECTIVE EQUIPMENT
For appropriate protection/isolation against cold climate conditions, adequate clothing
should be selected and used onboard during cold periods. Such optimal clothing
should be able to mitigate water and humidity during work and at the same time
insulate sufficiently to maintain thermal comfort during rest. The insulating effect of
the clothing is influenced by different factors including temperature, wind and
humidity.

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

Specific guidance is to be provided covering:

1. Hand Protection
2. Head and Eye Protection
3. Foot Protection
2.8 NUTRITIONAL CONSIDERATIONS IN COLD CLIMATES
The added weight of protective clothing and the limitations in mobility created by
protective equipment will increase the mobility demands of the operator, thus
increasing the metabolic needs for a given task.
2.9 WORKSTATION DESIGN AND OPERATIONAL CONSIDERATIONS
An analysis of outdoor work situations should be performed early in design/layout
development, and should be updated when design changes are made that will
influence personnel’s exposure to cold stress.
Outdoor operations analyses (an examination of the tasks to be carried out in cold
conditions) should be carried out for open work areas and semi-open work areas.
The objective of these analyses is to identify and remedy task performance issues
due to overall exposure to temperature, wind, icing and precipitation, including
investigation of the weather protection necessary to comply with exposure limits.
2.10 SAFETY SYSTEMS
Cold environments present many significant challenges to the design and use of
emergency, evacuation, and rescue devices. Much of the hardware devised for such
use is designed for more temperate climates. Fire mains can freeze. Materials (such
as used in life vests) become brittle. Working devices (such as sheaves, blocks, and
davits) can freeze in place – refusing to move.
2.11 FIRE FIGHTING EQUIPMENT
Significant risks are associated with fire fighting equipment, the most significant being
the potential freezing of fluids in lines, thereby depriving crew of the use of the
firefighting systems.
Specific risks include:
1. Freezing of fire water hoses, piping, nozzles, etc.
2. Portable fire extinguisher storage may be obstructed or frozen
3. Fire dampers may freeze in the stowage position. (generally closed in
temperate climates)
Appliance types include lifeboats, life rafts, rescue boats, launching stations, ice
gangways, immersion suits, alarms, escape routes, and access routes.

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

2.12 HULL CONSTRUCTION, ARRANGEMENTS AND EQUIPMENT

Specific features which should be included when planning operations in cold
conditions include:-
1. Ballast Tanks.
Means must be provided to prevent freezing of the ballast water in tanks
and vents
2. Superstructure and Deckhouses.
External access to the navigation bridge windows is to be provided to
facilitate ease of cleaning. Alternating navigation bridge windows are
required to be heated.
3. Personnel required to perform external duties such as being a lookout
when underway, security at the gangway when in port, or being on deck
during loading operations are to be provided with a safe haven.

2.13 ICE LOADS ON DECKS

In particular, one of the potentially significant consequences for any ship in transit
through cold weather waters is the concentration of ice on deck.
2.14 SEA WATER SUPPLIES
During navigation and at port in ice-covered waters, attention must be paid to sea
water supplies for essential operational systems and safety systems. Sea water
supplies are needed for the ballast system, the cooling water system serving
propulsion machinery, main and emergency fire pumps supplying the fire and wash
deck system and the water spray system.
2.15 PROTECTION OF DECK MACHINERY, SYSTEMS AND EQUIPMENT
Generally, deck machinery and systems are not prepared for freezing temperatures.
Essential equipment and systems must be available at all times and in any
temperature conditions.
The lubricating oil and hydraulic oil used in rotating machines exposed to the
weather must be suitable for low temperatures.

3 WARM / HOT (> 35º CELSIUS)

3.1 ULTRA VIOLET PROTECTION, PERSONNEL

Personnel should be made aware of the risks associated with excessive exposure to
ultra violet radiation.
It should be noted that the risk of over-exposure to ultra-violet radiation is not limited
to warm / hot conditions, and may also occur in middle or high latitudes.

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

Operations should be planned or equipment provided so that the risk of personnel

being exposed to excessive or extended radiation is minimised.
3.2 ULTRA VIOLET PROTECTION, EQUIPMENT
Certain items of equipment, including some plastics and ropes manufactured using
artificial fibres, will quickly degrade when exposed to intense ultra violet radiation,
leading to failure in use which may result in a dangerous situation developing.
Arrangements should therefore be made to protect such equipment form exposure to
radiation of this type.
It may be inevitable that equipment cannot be protected whilst in use, but every effort
should be made to provide adequate protection when not actually deployed.
3.3 PRECAUTIONS AGAINST INFECTION
Operations in certain tropical or equatorial parts of the globe may result in personnel
being exposed to the risk of contracting infections or diseases against which their
natural immune system will provide little or no defence.
Personnel should therefore be made aware of such risks and the measures to be
taken to minimise them.
Where appropriate, barrier arrangements, insect repellents and prophylactic
medicines should be provided. Personnel are to be instructed in their use as
required.
3.4 PRECAUTIONS AGAINST DEHYDRATION
Dehydration, with its associated risks, may be experienced by personnel engaged in
strenuous activities which result in increased perspiration.
Whilst this may occur in temperate climates this risk increases in tropical and
equatorial conditions, particularly since even minor levels of activity may give rise to
excessive perspiration.
Personnel should therefore be made aware of the risks associated with dehydration,
and sufficient drinking water should always be made readily available.
As described in standard medical reference sources urine colour is an easy way to
monitor an individual’s hydration status. These should be consulted for further
information regarding this matter.

4 SAFETY CRITICAL EQUIPMENT IN ENVIRONMENTALLY

EXTREME CONDITIONS
Marine equipment, including that of a safety critical nature, is normally designed and
manufactured to operate within a temperature range from -10º to +35º Celsius.
Where there is any likelihood that vessels will be required to operate in conditions
outwith this temperature range it should be ensured that all elements of safety

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GOMO APPENDIX 7-A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

critical systems are designed and manufactured accordingly, or are adequately

protected to ensure their continuing operability.
A programme of regular inspection and testing of safety critical systems when
operating outwith the normal temperature range should also be implemented to
ensure that such systems remain available if required.

5 OPERATIONS IN EXTENDED PERIODS OF DARKNESS

Operations in higher latitudes (north and south) in the winter months will be
undertaken in circumstances where the period of natural daylight is restricted or
absent altogether and will involve extensive use of artificial illumination.
In such circumstances due recognition should be taken of the risk that personnel will
experience depression or other adverse effects due to seasonal affective disorder
(SAD).
Clinical advice should be sought to identify the appropriate precautions to be taken to
minimise this risk.

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 8-A
Safety Zone Entry Check Lists

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APPENDIX 8-A

SAFETY ZONE ENTRY CHECK LISTS

1 CHECK LISTS FOR VESSELS

1.1 ALL VESSELS, ARRIVAL AT OFFSHORE FACILITY

Vessel
Facility
Date & Time

Status
ALL VESSELS COMMENTS
Yes No
Environmental conditions acceptable for a safe operation
1
(Including wind, sea, swell, visibility and current)
2 Limitations due to sea/weather condition
Safe approach / exit routes identified
3
Stand off location identified
Confirm whether any simultaneous operations anticipated whilst
4
vessel is within safety zone
5 Confirm whether any prohibited zones at facility
6 Bridge and Engine room manned in accordance with GOMO
Communication established
7 VHF Channel(s):-
UHF Channel(s):-
8 No hot work/smoking on deck within safety zone
9 Auto Pilot off
All manoeuvring and steering gear systems tested including
10
changeover between control positions and manoeuvring modes.
11 Emergency manoeuvring system confirmed to be operational
12 Operating location confirmed with facility.
13 Status of overside discharges confirmed with facility
Vessel to be manoeuvred to set-up position before changing
mode
14
(1.5 ~ 2.5 ship’s lengths depending on whether in drift on or drift
off situation)
Vessel operational capability reviewed / confirmed
15
(To include power, thrust, location, heading, etc.)
Risk assessment for alongside operations reviewed / confirmed
16
(If working on weather side, complete additional RA)
Facility to confirm readiness for vessel arrival and operation
17
(including no overboard discharge)
Manoeuvring mode during the operation to be agreed
18
(If DP mode vessel specific DP checklist to be completed)
On-going and / or planned activities within safety zone confirmed
19
between facility and any other vessels

FURTHER CHECK LISTS TO BE COMPLETED AS APPROPRIATE

PERMISSION RECEIVED TO ENTER SAFETY ZONE

DATE TIME
FROM FUNCTION
NAME NAME
SIGNATURE SIGNATURE

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APPENDIX 8-A

SAFETY ZONE ENTRY CHECK LISTS

POSITION / RANK POSITION / RANK

1.2 VESSELS ENGAGED IN LOGISTICS SUPPORT

IS THIS CHECK LIST RELEVANT:- YES / NO

(Delete as appropriate - if not relevant also cross list)

STATUS
VESSELS ENGAGED IN LOGISTICS SUPPORT COMMENTS
Yes No
Proposed operations confirmed with facility.
1 Discharge and Back-Load
(Cargo, bulks, fluids, etc)
2 Anticipated duration of operations confirmed
Confirm discharge / back-load sequence with facility
1. Can stow be broken safely ?
(Adequate escape routes to safe havens, etc.)
3 2. Any priority lifts ?
(Must not require “cherry picking” of stow)
3. Sufficient space for back-load except at last call ?
(See Notes below)
Confirm any other activities which may occur whilst vessel is
4 alongside and connected to facility
(Particularly any operations involving crane driver or deck crew)
Confirm availability of facility personnel, equipment
5
(Particularly for any operations involving hoses)
Confirm whether any changes of working face will be required
6
(If so, move from one to the next to be planned accordingly)
Confirm whether any unusual lifts will be involved
1. Any Main Block Lifts ?
2. Any Vulnerable / Sensitive Lifts ?
7
3. Any Lifts involving use of Tag Lines ?
4. Any other Unusual Lifts ?
(Including long objects, or not pre-slung lifts, etc.)
Confirm readiness to commence dry bulk transfer operations
8 1. Is Hose buoyancy adequate ?
2. Has Valve configuration been correctly set ?
Confirm readiness to commence liquid transfer operations
1. Is Hose buoyancy adequate ?
9 2. Has Valve configuration been correctly set ?
3. If required, is illumination adequate ?
4. If required, is additional monitoring in place ?
Confirm whether vessel will be required to receive any back-load
bulk cargoes.
10
(If so, confirm recent analysis report will be available prior to
accepting cargo)

NOTES

1. As a contingency, 10% of usable cargo deck of one clear bay is normally considered to
be sufficient for back load cargoes.

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SAFETY ZONE ENTRY CHECK LISTS

1.3 ALL VESSELS, DEPARTURE FROM OFFSHORE FACILITY

Status
ALL VESSELS
Yes/No Comments
Vessel to be manoeuvred well clear of Facility before changing
mode
1
(1.5 ~ 2.5 ship’s lengths depending on whether in drift on or drift
off situation)
2 All controls set to neutral position before changing mode
Where practical, vessel to depart down weather or down current
3
from facility.

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SAFETY ZONE ENTRY CHECK LISTS

2 CHECK LIST FOR OFFSHORE FACILITIES

2.1 ALL VESSELS ENTERING SAFETY ZONE

STATUS
ALL VESSELS COMMENTS
Yes No
1 Confirm anticipated working locations with vessel
Confirm status of facility, where relevant
2
(Heading, movement, thruster use, etc.)
Communication established
3 VHF Channel(s):-
UHF Channel(s):-
Confirm that vessel is aware of any prohibited zones around the
4
facility
Confirm whether any simultaneous operations anticipated whilst
vessel is within safety zone
5
(Nature and duration of any such operations to be advised to
vessel)
Status of overside discharges to be confirmed and advised to
6
vessel
Vessel operational capability confirmed
7
(Vessel to advise any concerns and / or operational limits)
Facility to confirm readiness for vessel arrival and operation
8
(Including overboard discharges stopped where practical)
Vessel to advise proposed station keeping arrangements during
9 the operation
(If DP mode confirm proposed operational mode)
Confirm names of any other vessel attending the facility
1. SBV:-
10
2. Vessel 1:-
3. Vessel 2:-

FURTHER CHECK LISTS TO BE COMPLETED AS APPROPRIATE

PERMISSION GIVEN TO ENTER SAFETY ZONE

DATE TIME
NAME NAME
SIGNATURE SIGNATURE
POSITION POSITION

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SAFETY ZONE ENTRY CHECK LISTS

2.2 VESSELS ENTERING SAFETY ZONE FOR LOGISTICS SUPPORT

CHECK LIST RELEVANT:- YES / NO

(Delete as appropriate - if not relevant also cross list)

STATUS
VESSELS PROVIDING LOGISTICS SUPPORT COMMENTS
Yes No
Proposed operations confirmed with vessel
1 Discharge and Back-Load
(Cargo, bulks, fluids, etc)
2 Anticipated duration of operations confirmed
Vessel to be informed of any anticipated delays during
3
operations.
Confirm discharge / back-load sequence with facility
1. Are there any priority lifts ?
4
(Must not require “cherry picking” of stow)
2. Has vessel sufficient space for back-load ?
Confirm any other activities which may occur whilst vessel is
5 alongside and connected to facility
(Particularly any operations involving crane driver or deck crew)
Confirm availability of facility personnel, equipment
6
(Particularly for any operations involving hoses)
7 Confirm whether any changes of working face will be required
Confirm whether any unusual lifts will be involved
1. Any Main Block Lifts ?
2. Any Vulnerable / Sensitive Lifts ?
3. Any Lifts involving use of Tag Lines ?
8 4. Any other Unusual Lifts ?
(Including long objects, or not pre-slung lifts, etc.)
5. Has crane driver appropriate competency and experience
?
(previous experience of lifts of this nature)
Confirm readiness to commence bulk transfer operations
9 1. Is Hose buoyancy adequate ?
2. Has Valve configuration been correctly set ?
Confirm readiness to commence liquid transfer operations
1. Is Hose buoyancy adequate ?
10
2. Has Valve configuration been correctly set ?
3. If required, is illumination adequate ?
Confirm whether vessel will be required to receive any back-load
bulk cargoes.
11
(If so, confirm recent analysis report will be available prior to
cargo being delivered to vessel)

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APPENDICES

Appendix 9-A
Deck Cargo Plan, Typical Example

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GOMO APPENDIX 9-A

DECK CARGO PLAN, TYPICAL EXAMPLE

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 9-B
Transport of Tubular Cargoes

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Appendix 9-B

TRANSPORT OF TUBULAR CARGOES

Best Practice Transport of Tubulars

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Appendix 9-B

TRANSPORT OF TUBULAR CARGOES

CONTENTS

1 GENERAL 3
1.1 PURPOSE 3
1.2 DEFINITIONS, IMAGES AND REFERENCES 3
2 CARGO REQUIREMENTS 6
3 PREPARATIONS BEFORE LOADING AT BASE 7
4 LOADING AT BASE 7
5 TRANSPORT 8
6 PREPARATIONS FOR OFFSHORE LOADING / OFFLOADING
OPERATIONS 8
7 OFFLOADING AT INSTALLATION 8
8 LOADING TO VESSEL AT INSTALLATION 9
9 INTERRUPTED OFFLOADING / LOADING AT INSTALLATION 9
10 OFFLOADING AT BASE 9
11 LOADING OF TUBULARS ONTO PIPELAYING VESSELS 9

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TRANSPORT OF TUBULAR CARGOES

1 GENERAL

1.1 PURPOSE
The purpose of this document is to describe the recommended practice for safe transportation and
handling of tubular cargo on offshore service vessels. Important interface issues in relation to bases and
installations are included.

According to governing regulations, it is the responsibility of the captain to make sure that the cargo is
properly secured before the departure. This document does not in any way or manner exempt the captain
from this responsibility, but is intended to serve as the recommended practice for handling of tubular
cargo on vessels in connection with cargo handling at bases and offshore as well as during transport.

1.2 DEFINITIONS, IMAGES AND REFERENCES

Tubular cargo: Round objects which are shipped not in separate cargo carriers but using slings to
bundle one or more such objects together in a bundle.

Figure 9 - B - 1 Marine risers

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TRANSPORT OF TUBULAR CARGOES

Figure 9 - B - 2 Conductors (Dimension 26" to 32")

Figure 9 - B - 3 Casing (Dimensions range from 7" to 26")

Figure 9 - B - 4 Drill pipe

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TRANSPORT OF TUBULAR CARGOES

Figure 9 - B - 5 Slip joint

"Telescope" which absorbs vertical drilling riser movements on a floating rig

Figure 9 - B - 6 Drill collars

Collars used to increase the weight of the drill bit during drilling. Has the same outside diameter across
the entire length

Figure 9 - B - 7 Tubing (Dimensions range from 2 7/8 to 7")

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TRANSPORT OF TUBULAR CARGOES

Figure 9 - B - 8 Tubulars for pipelaying vessel (transport pipeline)

Figure 9 - B - 9 ASFA (Automatic Sea Fastening Arrangement)

Pup joint: Short casing / tubing joints used as "space out" for connecting pipelines
sections of a pre-determined length.

Centralizer: Device fitted on the outside of the casing / liner to align it in the centre of the
bore hole during cementing.

2 CARGO REQUIREMENTS
1. The slinging shall be in accordance with national requirements & branch standards, and proper
secured with wire clamps or similar ex. Welcro bands.
2. Units shorter than 6 metres should be transported in a cargo units
3. Slinging of tubular cargo must ensure the bundles remain stable.
4. Tubular cargo should preferably be bundled in "odd" numbers when practicable

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TRANSPORT OF TUBULAR CARGOES

6. As regards 9 5/8"-13 3/8" casings fitted with centraliser, consider having only 1 tubular in each
bundle as it may be difficult to split them on the pipe deck
7. The slinger must take into consideration the WLL of the slings and the weight of each tubular
when slinging the bundles.
8. Certified lifting points fitted on the tubulars shall be used during loading of large and heavy
dimensions if they cannot be strapped in a prudent manner or handled in certified cargo carriers
9. Inspect for loose/damaged protectors during all phases before lifting the cargo

3 PREPARATIONS BEFORE LOADING AT BASE

The vessel must be informed of the tubular cargo well before loading; dimension, weight, length,
quantity.
Dedicate the most suitable deck area based on destination, which crane will be used and weather
reports. And if relevant, how many layers may be loaded.
Hull loads and reduced stability in case tubulars become filled with water must be taken into
consideration upon assignment of area.
Position hawsers:
Three hawsers are recommended across the deck for each joint, one approx. in the
middle, and one 1-2 m from each of the ends.

Position chains:
Two chains are recommended below the first layer for each joint, about 1/3 and 1/4 of
the distance from each end. It may not be necessary to use the chain during the loading.
But if the offloading operation must be interrupted before all cargo has been unloaded,
the chains may be used to secure the remaining cargo

Prepare pipe supports. The vessels will normally have pipe supports approx. 1/3 in from the
cargo rail on each side.
Prepare Automatic Sea Fastening Arrangement if necessary on vessels equipped with this.
Pay special attention during loading on steel decks on anchor handling vessels. The vessel crew
must position a sufficient amount of friction material (hawsers) before the loading starts. Chains
must also be used
A sufficiently safety zone must be established fore and aft of the dedicated cargo area. The area
must be minimum 1 m

4 LOADING AT BASE
1. A representative from the vessel, preferably an officer responsible for loading, must monitor and
supervise during the loading operation
2. It is important to ensure bundles are stowed as close together as possible to avoid the risk of
shifting cargo during the voyage
3. When loading large dimensions with one tubular in each bundle, evaluate whether to fit wedges
below each tubular joint to avoid the risk of shifting cargo during transportation or offloading.
4. If wedges are used, these should be nailed to a wood deck if possible to reduce the risk of
shifting
5. Large dimensions must never be loaded on top of smaller dimensions
6. When stacking cargo, take into consideration the strength of the deck, as well as the working
height for seamen. Two metres is normally the maximum stacking height
7. Vessels must always be loaded in a manner that make it possible easy securing of remaining
cargo on board in case of interrupted offloading offshore

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Appendix 9-B

TRANSPORT OF TUBULAR CARGOES

9. If possible, tanks and other frame/skid-type cargo units shall not be positioned just fore or aft of
tubular cargo due to the risk of snagging
10. Slings on bundles must be extended and laid across the tubulars to avoid becoming wedged
between the bundles.
11. Determine the appropriate placement in relation to openings and escape routes in cargo rails,
etc.
12. Cargo units shall not be used as the only barrier to secure tubular cargo on vessel decks

5 TRANSPORT
1. The risk of shifting cargo is normally highest during the voyage/ sailing to from an installation
2. In the event of marginal weather conditions , the risk of shifting tubular cargo must be taken into
account when selecting the time of departure, route and speed

6 PREPARATIONS FOR OFFSHORE LOADING / OFFLOADING

OPERATIONS
Conduct an internal Pre-Job Talk on the vessel to assess / clarify the following as a minimum:

1. Communications
2. Positioning of the vessel
3. Distribution of work / roles between the seamen on deck when two pendants / hooks are used
4. Operation-specific issues such as the weather, type of tubulars, location, any securing
arrangements

Conduct a Pre-Job Talk between the vessel and the crane operator to clarify the following as a minimum:

5. Communications
6. How many bundles for each lift (recommended 2 bundles)
7. Any use of tag lines during offloading to the installation
8. Positioning of the vessel as regards vessel movements, reach and line of sight from the crane
9. Operation-specific issues, including risk of snagging

7 OFFLOADING AT INSTALLATION
1. Pay special attention during removal of any lashings used during the voyage out to the field
2. It is important to use correct footwear (protective footwear covering the ankles) if anyone has to
walk on top of tubular cargo.
3. Focus on correct dogging. Recommended 2 eyes in each hook depending on lifting equipment
4. The deck crew, hook and cargo on the vessel deck must be within line of sight of the crane
operator
5. Good radio discipline is important – "Talk where the hook is"
6. Avoid the use of tag lines if possible. If tag lines must be used, fasten and prepare these before
dogging of the individual lifts
7. The risk of snagging on the vessel deck and cargo rails, as well as in potential blind zones, must
be taken into account during positioning of the vessel

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Appendix 9-B

TRANSPORT OF TUBULAR CARGOES

8 LOADING TO VESSEL AT INSTALLATION

In addition to issues addressed under Section 7; Offloading at installation, the following issues are
important during loading onto vessels at the installation:

1. Vessels must be informed of the type, quantity and weight to be returned well before loading
starts
2. The vessel crew must prepare the necessary hawsers as well as chains and pipe supports
3. All tubular cargo to be returned to a vessel should be washed first to avoid slippery tubulars on
the vessel deck
4. It is important to use correct footwear (protective footwear covering the ankles) if anyone has to
walk on top of tubular cargo.
5. Tubulars shorter than 6 metres should be shipped in baskets
6. If possible, avoid tubular cargo where the crew of the vessel must unhook / hook lifting yokes
7. Tag lines should not be used during loading of return cargo onto vessels
8. The crew of the vessel must never touch lifts of tubulars or walk underneath such lifts before the
lift has been landed properly
9. Slings on bundles must be extended and laid across the tubulars to avoid becoming wedged
between the bundles.
10. During loading of return cargo, pay special attention to rolling cargo. In connection with large
dimensions and if the vessel is rolling, any vessel without ASFA or equivalent must use wedges to
secure large dimension cargo before unhooking it. It may be useful to have the vessel list
somewhat towards the side where the first lifts will be landed

9 INTERRUPTED OFFLOADING / LOADING AT INSTALLATION

In the event of interrupted offloading or loading at the installation, the vessel must be able to and be
given enough time to secure the remaining cargo in a proper manner

10 OFFLOADING AT BASE

1. The deck crew must be careful during removal of sea lashings upon arrival at the base
2. If other cargo is placed adjacent to tubular cargo upon arrival at the base, pay special attention
during offloading of this cargo.

11 LOADING OF TUBULARS ONTO PIPELAYING VESSELS

Loading of tubulars for pipeline installation projects are normally handled by the pipelaying contractor
chartering and employing the vessel, and not by the technical developer.

1. Lifting beams are normally used during offloading of this type of tubulars, and they are lifted by
inserting each end of the tubulars to be lifted into the lifting equipment
2. During loading of large quantities of tubulars onto pipelaying vessels, take into consideration that
the seamen need a safe workplace as well as the maximum total cargo that the vessel can hold.
In the event of large heights, start loading from the middle to avoid work towards the outer
perimeter of the cargo deck (risk of falling overboard?)

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Appendix 9-B

TRANSPORT OF TUBULAR CARGOES

3. Hull loads and reduced stability resulting from weight of tubulars, including water inside and
between them, must be included in the stability calculations.
4. The Monsvik method for loading of tubulars prevents very large open spaces between the
pipeline bays. The distance down to the deck with 4 or 5 tubulars stacked on top of each other
may be several metres. A fall may prove fatal.

Figure 9 - B - 10 Illustration of Monsvik method of loading tubulars

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GOMO Appendix 9-C

GUIDELINES ON MAKEUP AND USE OF TAG LINES

Appendix 9-C
Guidelines on Makeup and Use of Tag Lines

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GOMO Appendix 9-C

GUIDELINES ON MAKEUP AND USE OF TAG LINES

“TAG” LINES

1.1 DESCRIPTION
In certain circumstances light, soft lines may be used to assist in the handling of long
and / or fragile items of cargo. These are often referred to as “tag” lines.
It must be recognised that whilst such aids may assist operations their use does
introduce some additional risks, as described below.
1.2 RISKS
Additional risks associated with the use of tag lines include the following:-
1. Potential injuries from dropped objects as a result of personnel handling
cargo having to work in closer proximity to suspended loads than would
normally be the case.
2. Potential injuries resulting from personnel handling cargo being dragged
across the handling area through a heavy load rotating in an uncontrolled
manner and the tag line being fouled in limbs or clothing.
3. Potential injuries resulting from tag lines being secured to adjacent fixed
structures parting and whipping back as a result of a heavy load rotating in
an uncontrolled manner.

1.3 MITIGATION OF RISKS

1.3.1 Make-Up of Lines

1. Tag lines must be made up from single, continuous lengths of rope.
2. Apart from the knot attaching the line to the cargo, there must be no other
joints or knots in the line.
3. Tag lines must be of sufficient length to allow personnel handling cargo to work
in a safe position well clear of the immediate vicinity of the load. It this regard it
is recommended that the length of the line should be not less than 1.5 times
the maximum height above the handling area at which the arrangements
will be used.

1.3.2 In Use
Whilst in use, precautions should be observed as follows:-
1. Tag lines are an aid to positioning the load when landing, and as such must
only be used when weather conditions would permit the lifting of the item
without the use of such arrangements. It must not be assumed that in
conditions more severe than this the use of tag lines will allow the operation to
be completed safely.
2. At all times personnel handling tag lines must work at a horizontal distance
from the load equivalent to its height above the handling area, maintaining an
angle between the line and the horizontal of not more than 45º.

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GOMO Appendix 9-C

GUIDELINES ON MAKEUP AND USE OF TAG LINES

3. All sections of the line, including slack must be kept in front of the body,
between the handler and the load.
4. Where two or more persons are handling the same line, ALL must work on the
same side of the line. Any slack must be kept in front of the group.
5. Tag lines must be held in such a manner that they can be quickly and totally
released. They must not be looped around wrists, or other parts of the body.
6. Particular care must be taken when using tag lines whilst wearing gloves, to
ensure that the line does not foul the glove.
7. Tag lines must not be secured or attached in any manner to adjacent
structures or equipment. This includes the practice of making a “round turn”
on stanchions or similar structures and surging the line to control the load.
8. Where pre-installed lines are used consideration should be given to providing
personnel with boathooks or similar equipment to retrieve the lines without
having to approach the dangerous area in the vicinity of the suspended load.
An example of such circumstances would be when lines are attached to a load
on the deck of a vessel, the load being then transferred to an offshore
installation.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-A
Flowcharts Illustrating Handling of Bulk Cargoes in
Port and at Offshore Facility

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Appendix 10-A

FLOWCHARTS ILLUSTRATING HANDLING OF BULK CARGOES IN PORT AND AT

OFFSHORE FACILITY

BULK TRANSFER OPERATIONS IN PORT

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Appendix 10-A

FLOWCHARTS ILLUSTRATING HANDLING OF BULK CARGOES IN PORT AND AT

OFFSHORE FACILITY

BULK TRANSFER OPERATIONS AT THE OFFSHORE FACILITY

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-B
Bulk Cargo Transfer Check List

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GOMO APPENDIX 10-B

BULK CARGO TRANSFER CHECK LIST

WET BULK TRANSFER CHECK LIST

Pre-Start Check List Pre-Start Check List

PORT OFFSHORE
1. Type & quantity of product(s) to be transferred, 1. Type & quantity of product(s) to be
confirmed and MSDS available transferred, confirmed and MSDS
available
2. Allocate tanks to product 2. Order of discharge confirmed, if more
than one
3. Confirm transfer rate and max. allowable rate per 3. Confirm transfer rate and maximum
product allowable rate per product
4. Topping off procedure agreed 4. Emergency stop procedure agreed
5. Emergency stop procedure agreed 5. Tank changeover/topping off procedure
agreed
6. Hose(s) confirmed as fit for purpose and of 6. Confirm notice required to stop cargo
sufficient length
7. Hose(s) connected to correct coupling(s) 7. Confirm whether vessel or installation
stop
8. Vessel springs tensioned to limit ranging 8. Slings and lifting arrangement
satisfactory
9. Communications procedure established for 9. Hose(s) visually inspected and found
transfer, including agreement on central control suitable
point, i.e. bridge
10. Appropriate pollution prevention equipment 10. Hose(s) connected to correct
deployed as SOPEP coupling(s)
11. Scuppers plugged if hydrocarbons to be 11. Communications procedure
transferred established and agreed for transfer
12. All Hot Work Permits withdrawn if hydrocarbons 12. Appropriate pollution prevention
to be transferred. equipment deployed as per SOPEP
13. Self sealing couplings to be used if fuel to be 13. Underdeck lighting adequate for task in
transferred hand
14. Lines set ready for cargo transfer 14. One person appointed to sight hose(s)
and advise Master of position
15. Tank monitoring system proven 15. Lines set ready for transfer

16. Watch established on manifold with suitable 16. Crane Operator and both installation
communications in place and vessel deck crews close at hand

Transfer Check List Transfer Check List

PORT OFFSHORE
1. All communications to be routed via control point 1. Start transfer slowly until cargo
which should be vessel bridge confirmed as entering correct tank(s)
2. Start transfer slowly until cargo confirmed as 2. If fuel to be transferred, line checked
entering correct tank(s) for leaks at start up
3. Volume checks conducted at regular intervals 3. Volume checks conducted at regular
with receiver/provider intervals with receiver
4. All personnel involved in transfer in regular 4. Cargo Officer can see bulk hose(s)
contact throughout
5. Adequate warning given of tank changeover 5. Adequate warning given of tank
changeover etc.
6. Rate reduced for topping off

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GOMO APPENDIX 10-B

BULK CARGO TRANSFER CHECK LIST

DRY BULK TRANSFER CHECK LIST

Pre-Start Check List Pre-Start Check List

LOADING DISCHARGING
1. No residue remaining from previous cargo and 1. Vessel settled in position and ready to
tank (s) dry receive hose(s)
2. Tank air distribution slides are in good condition 2. Type and quantity of product(s) to be
transferred confirmed and MSDS
available
3. Tank access seals are in good condition 3. Appropriate tankage on vessel lined
up and ready for discharge
4. Type and quantity of product(s) to be loaded 4. Confirm transfer rate and max.
confirmed and MSDS available allowable per product
5. Tank(s) allocated to product 5. Emergency stop procedure agreed
6. Order of loading confirmed, if more than one 6. Notice required to stop agreed
product to be loaded
7. Proper vent line connected to vessel 7. Confirm whether cargo will be stopped
by vessel or receiver
8. Confirm loading rate and max. allowable rate per 8. Hose Lifting arrangement satisfactory
product
9. Emergency stop procedure agreed 9. Hose(s) visually inspected and found
fit for purpose
10. Notice required to stop, agreed 10. System de-pressurised, ready for
hose(s)
11. Confirm whether cargo will be stopped by vessel 11. Hose(s) connected to correct
or provider coupling(s)
12. Confirm tank(s) and lines are vented to 12. Communications procedure
atmospheric pressure established and agreed for transfer
13. Confirm Lines set for cargo 13. Underdeck lighting adequate task in
hand
14. Hose(s) connected to correct coupling(s) 14. Vent position(s) identified
15. Hose(s) inspected and fit for purpose. 15. Cargo Officer appointed to watch
hose(s) relative to vessel’s stern
16. Moorings tensioned sufficiently, particularly 16. Crane Operator and both installation
springs, to limit ranging and vessel deck crews close at hand
17. Communications procedure established for
transfer, including agreement on central control
point, i.e. Bridge
18. Watch established on manifold with suitable
communications in place

LOADING DISCHARGING
Check List Check List
1. All communications to be routed via control point 1. Good vent obtained from receiver
which should be vessel bridge before commencing discharge of
cargo
2. Good vent obtained on start up 2. Good watch maintained on hose(s) in
case of blockage
3. Bulk hose(s) and vent checked throughout 3. Contact with receiver’s personnel
operation for blockages maintained throughout
4. Contact with loading personnel maintained 4. Lines blown clear to receiver on
throughout completion of cargo
5. Lines cleared back to vessel 5. System de-pressurised before hose
disconnection
6. System de-pressurised on completion, before 6. Blank cap(s) fitted to hose end(s)
disconnection before passing back to receiver

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-C
Bulk Hose Best Practice Guidelines

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BULK HOSE BEST PRACTICE

GUIDELINES
 CONTENTS

ABBREVIATIONS 3
INTRODUCTION 4
GENERAL REQUIREMENTS 5
INSTALLATION PROCEDURES 6
RECOMMENDED CONTENT OF PROCEDURES 6
TRANSFER HOSES 9
HOSE COMPONENTS AND CONSTRUCTION 9
HOSE STRING 10
REPLACING SECTIONS OF HOSES IN A STRING 11
RECOMMENDED FLOATATION COLLARS FOR BUNKERING HOSE STRINGS 12
WEEKLY INSPECTIONS 13
AFTER STORMS 14
VISUAL INSPECTION PRE AND POST USE 15
GENERAL PLATFORM ALARM (GPA) 15
VESSEL APPROACHING LOCATION 15
POLLUTION SAFETY 16
GUIDANCE ON BULK HOSE OPERATIONS 16
RECENT DEVELOPMENT IN HANDLING BULK HOSES 17
PRE-BUNKERING CHECKLIST 21
BENEFITS 22
ACKNOWLEDGEMENTS 24

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 ABBREVIATIONS

BOSVA British Offshore Support Vessel Association

COSHH Control of Substances Hazardous to Health
EMS Electronic Maintenance System
EPDM Ethylene Propylene Diene-Terpolymer
GPA General Platform Alarm
ID Identification
LOLER Lifting Operations Lifting Equipment Regulations
NWEA North West European Area Guidelines
O&G UK Oil & Gas UK
OIM Offshore Installation Manager
PMR Planned Maintenance Routine
PSS Platform Services Supervisor
SOPEP Shipboard Oil Pollution Emergency Plans
STL Services Team Leader
SWL Safe Working Load

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INTRODUCTION
Background
Integra is an initiative that was established by Sparrows and Sigma 3 in 2006 to deliver best
practices in crane and deck operations in the offshore industry. It was quickly realised during
their offshore visits that there was a need to produce guidance to manage bulk hose systems
safely and at the same time create a common practice throughout the industry. The key elements
required in coaching personnel to recognise and eliminate hazardous risks to themselves and
others are contained within management systems. These systems eliminate damage to plant and
equipment, providing safer operations and stricter controls of environmental issues.
We recognised minimum standards of controls and guidance are in place to manage and
maintain bulk hose systems, including hose hang-off points on installation structures. We also
acknowledged the difficulties in being prescriptive due to the differences in installation layouts
and working practices. To make positive changes in our operations we have collated
information from the workforce on how to manage work involving bulk hose systems. The
following guidelines indicate best practices which will reduce the number of hose failure
incidents in the industry and the resulting exposure to the environment.
Environmental Issues
With the evidence available it was identified that 21% of spills to the sea were hose related
incidents. The most common bulk hose failures are due to abrasion to the outer cover of the
hoses rubbing on the installation structures, resulting in leakage from the hose string. The wear
on the hose is accelerated when the hose radius exceeds the recommended minimum bend
radius criteria causing premature failure. Both examples can cause the hose to leak into the sea
if not controlled by a robust hose management system. All environmentally sensitive products
should have suitable hose connections or similar self sealing connection on the hose end.

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GENERAL REQUIREMENTS
The following recommendations apply to any hose which carries products, including products
that are harmful to the environment if containment is lost.
It is recommended by hose manufacturers, based on information taken from previous incidents
on installations that a bulk hose should be changed out approximately every two years due to
internal fatigue to the hose layers. When the hose is not in use an end cap, commonly known as a
blank, should be used on the connection that marries the hose to the vessel manifold, and where
possible protect the hose ends with a waterproof cover preventing contamination, corrosion or
damage to the hose connection.
When hose strings are suspended from the installation, they should be suspended well clear of
the sea and restrained to the installation minimising movement and abrasion to the hoses’ outer
cover, preventing the waves from twisting the hoses. Where the hose may contact any part of the
installation structures all contact points on the hose should be covered with a form of protection.
Floatation collars can be used or alternatively, sections of redundant hose can be fitted to the
structures at impact abrasion points. Floatation collars should be used either side of the hose
couplings to prevent the coupling damaging an adjacent hose in the fingers.
To prevent excessive load on a suspended hose string, the hose should be drained back to the
vessel or installation once offloading is completed. Hoses should be suspended from sound
structures or certified lifting/hang-off points on the installation to prevent kinking in the hose
string. If required the LOLER Competent Person or equivalent, or structural engineer, should be
consulted for guidance. Hoses should never be suspended or supported by wire slings as they
may cut into the hose and damage the hose structure. The LOLER Competent Person should be
consulted for selection of correctly certified and appropriate slings.
When replacing a length of hose in a string, the string must be brought in board and barriers
erected round the hose indicating no unauthorised entry during the replacement of the hose
and/or floatation collars. Once a hammer lug union is installed and tightened it should be marked
across both faces with paint or similar permanent marker to monitor the fitting is continually taut
and fit for purpose.
Care should be taken when using cutting tools to remove packaging from a new hose. It is
imperative that no damage comes to the hose section during unpacking.
Prior to commencing any offloading operations the hose string should be visually inspected
for damage using the list below as a minimum check:
• Leaks at the hose fitting or in the hose make up
• Damaged, cut or abraded covers
• Exposure of reinforcement wires from the hose material
• Signs of kinked, cracked, crushed, flattened or twisted areas in the hose sections
• Hose ends degraded, pitted or badly corroded at the fittings
• Identify sufficient numbers of floatation collars are on the hose string

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• On completion of bunkering operations the hose should be re-examined for any damage
that may have occurred during the transfer operation

INSTALLATION PROCEDURES
• Documents should be in place clearly specifying how the site will control the maintenance
and inspection of all bunkering hose strings and associated equipment i.e. lifting equipment
and support mountings. This document should be approved by the relevant Technical
Department and entered into their pertinent system for review as per the Company
Procedures. The appointed system owner is responsible for ensuring all relevant persons
know of and understand the procedure. It is recommended a competent/responsible person
carries out frequent lifting equipment audits to confirm this.

RECOMMENDED CONTENT OF PROCEDURES

• The system owner should indicate who is responsible for ensuring the procedure is being
adhered to and act as focal point on all matters relating to bulk hoses maintenance and
inspection.
• On locations where bunkering of drilling products takes place, an interface should exist
with the Drilling Department and Operations Departments where responsibilities are
clearly defined, documented and agreed i.e. who is responsible for inspection and change-
out of drilling product hose assemblies. The role of Service Team Leaders, Barge
Engineers or Deck Foreman should be considered for System Owner positions.
• Guidance based on information gathered from the hose manufacturers on the life span of
in-service hoses before mandatory change-out is required. Identify the time periods
between physical and visual inspections including pre and post use checks of the
equipment. This decision is addressed with relevant parties such as Suppliers and Company
Technical Authorities. An Electronic Maintenance System (EMS) would be ideal to
populate/generate change-out dates and inspection dates, and guidance on the required
documents e.g. Permits to Work, COSHH and Method Statements to carry out the work
scope safely. On completion of any parts being changed-out, documents and identification
(ID) of equipment must be updated in the hose register. In the case of replacement hose
assemblies already stored offshore, a guidance note on the correct procedure of storage and
shelf life should be obtained from suppliers.
• To assist in the managing, ordering and replacement of bulk hose equipment, drawings
which may be electronic or hard copy, consisting of the following, would ensure the correct
parts are ordered and installed at all times:
• The correct hose lifters (hooky hooks) and their SWL
• The type of delivery coupling, be it self-sealing or hammer lug unions
• The correct type and quantity of floatation aids/collars and their positions in relation to
the string and joining couplings
• Describe the type and SWL of the hose lifting assembly used for transferring the hose
string during operations

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 • In the case of strings being made up from both hard and soft wall sections their chosen
positions should be identified in the drawings
• Identify all components by part numbers

Method Statements, Lifting Plans and Risk Assessments must be in place and available for the
work party. The System Owner and work party should review these documents before use,
however if on completion of the task lessons were learned, the documents should be updated
accordingly by identifying the changes in the procedures.

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 BAD PRACTICES

The hose should be suspended avoiding sharp bends and protrusions when in a hang-off position

GOOD PRACTICES
There are alternative systems available such as portable saddles which support the arc of
a hose when in storage. The structure from which the hose is to be suspended must be
surveyed by a competent person to ensure the hang-off point is of sound structure.

Portable Saddles

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 Permanent
structure used to
support bulk
hoses forms a
perfect arc
enhancing the life
span of the hose.

TRANSFER HOSES
Historically many installations preferred to work supply vessels with three hard wall sections of
hose. This was until evidence indicated that when using hard wall hose strings considerable
problems were caused for the supply vessel deck crews.
The supply vessel crews found it was difficult to manipulate the hose into position when
connecting hard wall hoses to vessels’ manifolds. Other examples were found when the
installation deck crew were repairing or making up these hose strings. Installation and vessel
crews reviewed the hazards caused when using hard wall hoses and agreed the first and second
section of the hose suspended from the installation manifold could be hard walled, and the last
section which is offered to the supply vessel to be of soft wall material, which would help reduce
the incidents that the deck crew were experiencing when making up hose strings, specifically
when connecting the installation hose to the vessel manifold.

HOSE COMPONENTS AND CONSTRUCTION

All new hose sections are hydro-tested to at least 1½ times their working pressure.
A water hose is made from orange coloured, soft, reinforced rubber with the cover being made
of ethylene propylene diene-terpolymer (EPDM) hose reinforcement being provided by multiple
layers of rot-proof synthetic textile yarn. The central core/tube is made from non-toxic and non-
tainting rubber. The cover is abrasion and weather resistant, and care should be taken when
handling and stowing. It should be noted that new floating hoses are also coloured orange and
these hoses can carry a range of products.
A fuel hose is heavy and commonly soft wall type, but can be of hard wall construction. The
outer wall is made of black oil resistant neoprene synthetic rubber and is reinforced with
synthetic textile yarn with antistatic copper wire. It has a black nitrile tube. The outer cover on

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this hose is susceptible to mechanical damage. The hose carries a brown lazy spiral stripe for
identification.

HOSE STRING
A hose string can be made up of 3 or 4 lengths of 15.2mtr, 16.3mtr or 18.3mtr lengths of hose
joined together by quick release self sealing couplings (hammer unions). The hose comes
complete with a hose lifting assembly that consists of a hooky hook, lifting sling not less than 2
metres in length and a safety pin shackle. The pin used to secure the nut must be a “split pin”
and not an “R” clip. “R” clips can spring off the pin affecting the security of the shackle.
When ordering new hose sections stipulate the direction of the lifting eye, as the hooky hook can
be installed on the hose with the lifting eye facing up or down on the hose. If the hose is stored
in a support frame then the eye in the hooky hook should be facing upwards, if using any other
type of hose support then the eye on the lifter can be either way on the hose.

Hose Lifter (commonly known as hooky hook)

The hose should be fitted with the correct number of floatation collars to prevent the string
sinking and being drawn into the supply vessel’s thrusters. The floatation collars can also be
used to help form a barrier between the hose and installation structure by simply adjusting the
collar straps on the hose. Reflective floatation collars have an advantage when bulk is being
transferred to an installation in the hours of darkness as the crew can see the hose is floating
freely rather than being to close to the vessel side thrusters.

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New Hose Storage
Hoses delivered to the installation are normally shrink wrapped and rolled up with one end of the
connection in the middle of the roll. It is preferable to store these hoses flat, out of sunlight and
free from water ingress. Ultra violet radiation and kinking during storage may shorten the life
span of the hose. Manufacturers’ recommendations on hose storage should be available for
crews to ensure optimum methods of use to prolong hose life.

REPLACING SECTIONS OF HOSES IN A STRING

Only competent personnel should carry out the installation of hoses and connections when
joining hammer lug unions. When repairing a hose string the hose should be landed rather than
left hanging from a crane hoist line. When replacing a section of hose it should be inserted in the
coupling and secured whilst free from tension.
Once the necessary controls such as permit, method statement and risk assessments are in place
then remove and replace the worn parts of the string. When hammer lug unions are disturbed the
unions should be tightened up and marked across the body with paint or a similar permanent
marking. This is a simple way to indicate if the coupling has slackened off due to movement
whilst in service. On completion of hose installation, the hammer lug union should be checked
for the marks across the coupled joint to confirm security. If possible pressure test the hose
string to 5 bar and check the assembly is free of leaks over a 5 minute period. Check the correct
quantity of lace up or similar types of floatation collars are on the hoses in accordance with
Table 1 on the following page.

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 Recommended Floatation Collars for Bunkering Hose Strings

Diameter - Floatation Collars - Colour Codes and Connections for 15.2 mtr, 16.3 mtr and
18.3mtr Hoses

Hose Hose Floats per Colour Connection

Application Dia Section Code
Potable Water 3” 4 Blue 3” & 4” Hammer Lug Union
4” 4
Oil Based Mud 3” 9 Red 4” Hammer Lug Union or self sealing hose
connections
4” 10
Dry Cement 4” 7 Yellow 5” Hammer Lug Union
5” 8
Diesel Fuel 3” 4 Brown 4” Self sealing hose connection
4” 4
Dry Barite 4” 10 Orange 5” Hammer Lug Union
5” 13
Methanol 2” 4 Purple 4” Self sealing hose connection
3” 4
Drill Water 4” 4 Green 4” Hammer Lug or self sealing hose connection
Table 1

The above information is a recommendation from North West European Area Guidelines. As a
minimum requirement for best practice, a float either side of any coupling that is in the water
during bunkering operations would be advised.
Trials of “floating type” bulk hoses have recently been carried out on some installations and have
proved to be very successful, with positive feedback from all concerned platform and supply vessel
personnel.
As a result of these trials a major operator decided that this type of hose shall be used in the future.
Therefore whenever a bulk hose section has been deemed to be no longer fit for purpose, the
replacement ordered shall be of the floating type if the section, when in use, will be floating in the

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water. It should be made clear at this point that we do not expect all installation bulk hoses to be
changed out en masse but on an “as and when required” basis.
Each installation shall consider that when a new drilling campaign is due to begin and the associated
bulk hose sections are ordered, to only order the new type for sections that when in use will be floating
in the water. The new type of hose shall be used for every type of bulk cargo transfer.
The pre and post use inspection of the new type hoses carried out by the Deck Crew shall remain the
same. An appointed contractor will receive instructions from the manufacturer on the inspection
criteria to be carried out by them. See page 19 for examples of floating hoses in use
The ideal make up of the bulk hose string shall be either 3 or 4 standard lengths (18.3 metres)
depending on the installation needs and the elevation of the manifold. There is no requirement to have
the first section of bulk hose leading from the manifold and not coming into contact with water, to be
of the floating type.
A typical hose string of 3 lengths would be:
Length 1: Hard wall
Length 2: Floating hose
Length 3: Soft wall (outboard/vessel end)

WEEKLY INSPECTIONS
• A regular inspection PMR/Work Order signifies a competent person has assessed the hose and
lifting equipment and that it is in good working order. This person records the findings
electronically in a controlled register. This system indicates to any 3rd party auditors that a sound
maintenance strategy is in place to manage bulk hose assemblies.
• Check all lifting slings, shackles and hooky hooks are in good condition and display current
lifting colour codes.
• Check the hose for any physical damage for chafing, cuts, blisters, splitting, perishing,
lacerations or other forms of deterioration.
• Renew any damaged hoses in the string and where minor damage is evident record details on the
check sheet.
• Check markings across the hammer lug union line up as this indicates the fitting is tight on the
coupling.
• Check hoses are protected from platform structure and stowed properly in hang-off points.
• Check that hang-off point structures shows no sign of deflection or excessive corrosion.
• Consider inspecting hoses inboard once per trip as there are blind spots on the installation
structure that restrict visual inspections.
• Check the under-deck lighting on the installation is operational at valve manifolds.

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 • Check gates on the bunkering station hang-off points (fingers) are lubricated and easy to open
and close.

A record of visual and routine inspections should be available for history and evidence of hose
checks:

RECORD OF INSPECTIONS ON BULK HOSE LIFTING ARRANGEMENTS

LOCATION HOSE HOSE HOSE LIFTING CHECKED BY COMMENTS

LIFTING LIFTING HOOKY HOOKS
LIFTING SIGNATURE
SLINGS SHACKLES
EQUIPMENT I/D No DATE
I/D No I/D No

AFTER STORMS
A visual inspection should be carried out to confirm hoses show no signs of physical damage.
Examples would be chafing, splitting, perishing or any other form of deterioration. It is not uncommon
for hoses to become twisted around each other if they were not far enough out of the water when
exposed to severe weather, making it an operationally difficult when realigning the bulk hoses.

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VISUAL INSPECTION PRE AND POST USE
A visual inspection must be carried out prior to and after vessel operations. The following checks
should be carried out as a minimum:
• Correct colour coded hooky hooks, slings and shackles with proper split pins are attached to the
hose. Hoses must show no signs of physical damage to fabric by chafing, splitting, perishing,
blistering, deep lacerations or any other forms of deterioration.
• Check installation manifold couplings are tight and ready for operation.
• When using certain types of hose fittings remove the end screw dust cap before lowering the hose
to the vessel, and on return to the installation replace the dust cap and check it is secured to an
anchor point.
• Check gates on the bunkering station hang-off points (fingers) are maintained, lubricated and easy
to open and close.
The preferred way to visually check a hose is to place oneself in a safe position at the hose station and
direct the crane operator to slowly raise the hose, allowing you to visually inspect the hose for wear.
Never allow the hose to be lifted close to the crane hoist rope safety cut-out. A similar method can be
used to check the hose for damage when returning the hose to its hang-off point.
Note – Take care to avoid the hose being lifted immediately over the head of the person doing
the inspection.

GENERAL PLATFORM ALARM (GPA)

If the installation goes to a GPA status then bunkering operations must cease. The supply vessel’s
Captain and crane operator must be notified immediately of the GPA and company specific procedures
are then followed before reporting to their muster station.

VESSEL APPROACHING LOCATION

Before any operation involving bulk hoses is undertaken at installations, refer to the following:
The Services Supervisor or equivalent will review the weather, wind speed and sea state. The Captain of
the vessel will review the operational limitations of his vessel and only when satisfied will enter the
installation’s 500 metre zone.
Before the vessel arrives at the installation the Captain will discuss the relevant shipment with the
Services Supervisor (SS), Services Team Leader (STL) or equivalent. The deck foreman will liaise with
the crane operator and the vessel Captain to confirm if conditions are favourable for bunkering and
transferring cargo. The installation and vessel must complete their respective pre 500 metre entry
checks prior to the vessel entering the 500 metre zone
Once the vessel Captain is satisfied that he is on station the crane operator can then lower the hose to the
vessel at a height that allows the crew to secure the hose to the vessel’s side rail. The vessel crew need to
be aware of the operation and maintain a line of sight with the crane driver on the installation to ensure
that they do not stand under any suspended load. Once secure the hose end is lowered inboard of the rail

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and the crew disconnect the crane hook. Once the hook is clear the ship’s crew will connect the hose to
the appropriate manifold. The ship’s crew should be reminded that the hose coupling should, wherever
possible, avoid contact with the ship’s structure and should monitor the integrity of the hose coupling
during transfer.
Note: In marginal weather great care is required by the vessel master to avoid over-running the hose
especially if the cargo is also being transferred. Consideration should be given to the connecting of bulk
hoses only at this time. During hose work deck foremen must listen to all communications on selected
radio channels, which can be transmitted to the control room and platform crane operator should a hose
assembly leak or significant changes in weather conditions occur.

POLLUTION SAFETY
During fuelling operations there is always the risk of pollution, this may be due to hose and/or
instrument leaks, hose wear, mechanical breakdown or if a hose becomes fouled in the vessel’s
propeller. It is important that an individual is appointed to visually check and operationally check the
hose remains functional during bunkering operations.
If an oil sheen is detected on the surface of the water then bunkering operations must cease immediately.
The incident must be reported to the control room and the cause investigated.

GUIDANCE ON BULK HOSE OPERATIONS

During bulk hose operations the following should be observed:
• The vessel Captain, crane operator and deck crews to confirm radio communication prior to
operations.
• The person appointed to supervise the bunkering process must ensure he can see the bulk hose(s)
at all times, and that he is familiar with the alignment of valves and tank levels. He should not
allow other distractions during the operation.
• The installation dry bulk vent line positions are identified.
• The vessel bridge or equivalent and OIM/Bargemaster or equivalent should confirm quantities
discharged and received at regular intervals, to ensure that there are no leaks within the
respective systems.
• The vessel deck crew and installation crane operator must be readily available and close at hand
throughout any transfer operation.
• Sufficient warning/instructions shall be given by each party prior to changing over the tanks.
• If at any stage in the operation the vessel Captain or provider is in any doubt as to the integrity of
the operation, then that operation shall be suspended until integrity can be reinstated.
• When pumping is finished, both the receiver and provider shall set their line to allow the hose to
be drained back to the vessel’s tank. In suitable conditions the crane may also be used to lift the
hose to aid draining. In the case of dry bulk, purge air should be used to empty the hose and clear
the line.

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• Hoses used for potable water must not be used for transferring other bulk liquids. Potable water
lines should be flushed through prior to transferring water to avoid any residues within the lines
contaminating the installation’s supplies.
• During periods of darkness adequate lighting must be available over the hose and support vessel
throughout the operation.
• To identify hoses they may be fitted with high visibility bands, tape or alternative means.
• Hoses are normally colour coded for manufacturers’ identification and approval, frequently by
way of spiral coloured bands within the hose structure. Ensure the management system is aware
of the markings on the hoses.
• The manufacturers’ colour coding of the hose should not be confused; any markings on receivers
or structure should adopt the universal colour coding as described in Annex K, Section 4.18 of
the North West European Area Guidelines (NWEA) to identify bulk hose products.
• All bulk hoses used offshore are to be of sufficient length and good condition; unapproved
repairs shall not be carried out, and in the interests of safety the hose should be disposed of
immediately.
• In the event that the crane operator has to leave his cab, he should first inform the Captain of the
vessel but must remain in radio contact so that he is on immediate call.
• Any bulk hose should be disconnected from the vessel as soon as possible after the bunkering
has been completed and retrieved to the platform, unless other wise agreed by the Captain of the
vessel.

Vessel should ensure that:

• All pollution prevention equipment is in place as per vessel’s SOPEP.
• If a connection other than a self sealing quick release coupling is used, particular care must be
exercised when disconnecting the load hose and a drip tray must be in place.
• All manifold valves have been checked and confirmed to be in good condition.
• Correct couplings have been identified for the product(s) to be transferred.
• The person in charge of the operation performs no other duties during the transfer(s).

RECENT DEVELOPMENT IN HANDLING BULK HOSES

Introduction
The industry has identified a considerable rise in hose snagging incidents involving supply vessels, and
enlisted the vessel Captains to assist in the development of a safety system to minimise the risks when
receiving and removing bulk hoses from/to supply vessels. As a result of this, a method has been
developed which resulted in minimal modification to the ships and minimal physical handling of the
hose.

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Bulk Hose Hang-off Sling Attaching and Inspection Procedure
It has been identified that the use of an endless round web sling attached to the bulk hose and hung
over a dedicated point on the supply vessel enhances the operation of passing the hose to the vessel
from the installation. This process only relates to the attaching of the web sling to the bulk hose and
the frequency of inspection.
The requirement for this endless round sling will depend entirely on the facility of a suitable
attachment point on the supply vessel being available.
A dialogue between the Services Supervisor and each vessel shall take place to establish the
requirement for this sling and the distance from the end of the hose to attach it.

Attaching the Endless Round Sling to the Bulk Hose

• An endless round sling of 3 tonnes SWL shall be used.
• The sling shall be of 3 metres effective working length.
• The sling shall be signed out of the rigging loft and attached before each use, and detached and
returned to the rigging loft for correct storage after every use.
• The sling will be attached to the bulk hose using the “double wrap and choke” method.
• The attachment point for the endless sling will be approximately 7 metres from the end of the
bulk hose offered to the supply vessel; this distance will be confirmed by the vessel master.
• The endless round sling must only be attached to the bulk hose by a competent Rigger or a
competent Slinger/Loadhandler.
• Once in position it shall be secured by tie-wraps or light cord to prevent slippage/loosening of
the sling.

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Inspection and Storage of the Endless Round Sling

The LOLER Focal Point or a competent person must inspect the sling before and after each use to
ensure it is still “fit for purpose”.

The sling is to be inspected to cover the following points as a minimum:

1. Check SWL.
2. Check colour code is current and ID Number is legible.
3. Check entire length for cuts, tears or chafing.
4. Check joint for burst stitching.
5. Check for chemical damage and heat damage.
6. Check there has been no ingress of foreign bodies into the fibres.

When checking the round sling, should any cuts be found in the outer protective cover then the sling
should be condemned i.e. DO NOT USE as the inner strength core may be damaged.

When the bunkering operation is complete the round sling shall be removed and returned to the
rigging loft for storage.

Requirement
This requires three pins reasonably spaced out on the upper rail or taff rail on each side of the vessel to
be welded in place, adjacent to the bulk hose manifolds.
These pins are used to hook the eye of an endless webbing strop on to a 3te SWL and ca. 2-3 metres
long webbing sling when attaching the hose to the vessel.
Method
The vessel Captain may ask for the sling on each hose to be adjusted for his manifold and hang-off
points prior to coming alongside. This may vary according to the distance from the hang-off position
of the required product manifold on the vessel. Under instruction the crane operator will transfer the
hose from the installation to the vessel in the normal fashion. During the lowering of the hose as the
hang-off strop nears the vessel’s side rail, the crew will retrieve the eye of the strop by hand, or if
necessary by boat hook, and fit the eye of the sling over one of the pins. Care must be taken by the
vessel crew to avoid positioning themselves under the suspended hose during this operation. The
crane operator, upon instruction, continues to lower the hoist rope until the sling takes the weight of
the hose, the vessel deck crew then signal him to lower the hose end into the safe haven where they
unhook the hose end, allowing the crew the freedom to manoeuvre the hose end onto the manifold.
On completion of transferring bulk the vessel deck crew drain the line and remove the manifold
connection. The connection is moved away from the manifold by the crew prior to signalling the crane
operator to lower his pennant to the deck crew. The hose end is attached to the crane hook via the

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lifting sling, and once everyone is in a safe position the crane operator is given the signal to raise the
sling until the hose and hang-off strop are clear of the vessel. This modification eliminates unnecessary
risk to crews when transferring the hose back to the installation.
A final inspection should be carried out on the hose and lifting assemblies prior to and after use,
recording findings on a check list (see template on next page).

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 Pre-bunkering Checklist
Hose Inspected Tick

Diesel

Pot Water

Methanol

Oil Based Mud

Barite

Dry Cement

Drill Water

Hose fabric is in good condition and shows no sign of perishing

Hose end caps are fitted after bulk transfers

Adequate floatation collars are fitted to hose string

Hoses are suspended correctly and nor tangled

Hose lifters (hooky hooks) are present, colour coded and fit for purpose

Inspect the quick release coupling prior to and after use. Where available test
against a blank coupling

Hose lifting assembly is present, colour coded and SWL

Hoses’ protective covers preventing abrasion on structure are still serviceable

This list is not exhaustive and can be developed for specific operations.

Comments
Checked/Signed

Date

Vessel Name

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BENEFITS

1. Securing the hose is simple and very effective in comparison to making the hose fast by lashing
it to the ship’s side rail.
2. Crew exposure to a suspended load is vastly reduced and minimal.
3. Fingers are not exposed to the same risk when lashing the hose.
4. Passing the hose back is much safer, as personnel involvement after hooking the hose end on is
virtually eliminated.
5. Minimum alterations required to operate this system.

Floatation Hose Strings are available when bunkering to/from installations.

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This eliminates the need to use floatation aids on the hose string.

- 23 -
 ACKNOWLEDGEMENTS

Ewen Kerr CEO Baricon

Brian Smith Contracts Manager Sparrows Offshore

Diarmid McAllister-Hall HSE Advisor Shell

Kevin Allan Services Competency & Improvement FP Shell

Kenneth Lawtie Lead Implementation Engineer Sigma3

David Cooper VP Mechanical Handling & Projects Sparrows Offshore

George Stewart Safety Coach Sparrows Offshore

Pietro Fong Contract Support Engineer Sparrows Offshore

- 24 -
 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-D
Bulk Hose Handling and Securing – Alternative Method

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GOMO APPENDIX 10-D

BULK HOSE HANDLING AND SECURING – ALTERNATIVE METHOD

GOMO APPENDIX 10 - D

BULK HOSE HANDLING & SECURING - ALTERNATIVE METHOD

An alternative method of handling bulk hoses to that described in Appendix 10 - C is

summarised below. This method also requires minimal modifications to the vessel and has
been used satisfactorily in various areas.
Modifications / Preparations on the vessel include the following:-
1. A rubber coating or similar arrangements should be installed on the cargo rails to
provide friction so that movement in the hose(s) is prevented until secured to the
manifold.
2. A sufficiently large area must be allocated and marked on the deck of the vessel so that
the hose can be positioned by the crane without assistance from the vessel’s deck
crew.
3. Similar arrangements are required at all bulk handling stations where this method will be
used.
4. The hose must have sufficient buoyancy elements, which must be clearly visible to
vessel personnel
In order to reduce the risks associated with bulk hose handling when using this method the
following precautions should be observed:-
1. A pre-job talk should be held between crane driver and vessel personnel.
2. The hose should be delivered with the crane hook connected to the end of the hose.
Where this is not possible, i.e. where the hook is connected to the hose at some
distance from the end, the free end must be secured to prevent uncontrolled movement.
3. Personnel on the deck of the vessel must not be in the allocated landing zone whilst
the crane is handling the hose. After the hose is landed within the zone the crane hook is
disconnected.
4. After the hook has been disconnected the hose is connected to the appropriate manifold
prior to the commencement of the bulk transfer operation.

Uncontrolled when printed

GOMO APPENDIX 10-D

BULK HOSE HANDLING AND SECURING – ALTERNATIVE METHOD

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-E
Hose Markings and Connections

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Appendix 10-E

HOSE MARKINGS AND CONNECTIONS

1.1 HOSE MARKINGS

Hoses and hose terminations should be product-identified via high visibility bands,
tape or other means.
Below is the colour coding to be used for the Hose End Coupling (colour refers to
coupling and not hose) which is passed to the supply vessel.

Pressure
Hose Coupling Standard Vessel Rating
Outline
Application Colour Connection Coupling (Hoses &
Couplings)
5” hammer lug
Yellow union
Dry Cement Male Min 12 bar
(figure 50)

Dry Barytes 5” hammer lug

& Bentonite union
Orange Female Min 12 bar
(figure 50)

Blue 4” hammer lug

Potable
(Orange (figure 100) Female Min 12 bar
Water
hose)

4” quick
Diesel /
release self-
Marine Gas Brown Female Min 12 bar
sealing
Oil
coupling

4” quick
release self-
Base Oil White sealing Female Min 12 bar
coupling.

4” hammer lug
Drill Water Green Female Min 12 bar
(figure 100)

4” quick
release self- Male
Oil Based
Black sealing Min 24 bar
Mud
coupling

Uncontrolled when printed

Appendix 10-E

HOSE MARKINGS AND CONNECTIONS

Pressure
Hose Coupling Standard Vessel Rating
Outline
Application Colour Connection Coupling (Hoses &
Couplings)
4” quick
release self- Male
Brine Red sealing Min 24 bar
coupling

4” quick
Male
Glycol release self-
Purple Min 12 bar
(If separated) sealing
coupling

4” quick
Scale Male
release self-
Inhibitor No colour Min 12 bar
sealing
(If separated)
coupling

5” hammer lug
Drill cuttings union
No colour Male Min 24 bar
(If separated) (figure 50)

Black and 4” quick

Methanol Yellow release self-
Male Min 12 bar
(Tiger- sealing
stripes) coupling

4” quick
Water Based
release self-
Mud Cyan Male Min 24 bar
sealing
(If separated)
coupling

4” quick
Rig Slop release self-
Dark Grey Male Min 24 bar
(If separated) sealing
coupling

NOTES

1. Manufacturers’ identification or approval of hoses is often by spiral coloured

bands.
Do not confuse this with product colour markings.
2. References to figure values, in brackets, in the above table relate to particulars of
the screw connection.
3. In some areas the same hose may be used for all classes of mud, being flushed
between product changes.
4. Further information regarding hose types, testing, flotation etc can be found in
Appendix 10 - C attached to these Guidelines.
Uncontrolled when printed
Appendix 10-E

HOSE MARKINGS AND CONNECTIONS

1.2 HOSE CONNECTIONS

Some examples of hose connections are illustrated in the table below.

Description Picture

4” quick release self-sealing coupling

Female:

4” quick release self-sealing coupling

Male:

Hammer lug (weco)

Female:

Hammer lug (weco)

Male:

NOTES

1. Self-sealing connections should be inspected when released to ensure full

closure and that no liquid is being passed.
To accommodate possible mismatches, vessels should carrry sufficient crossovers
onboard, typically including the following
2. From 4” female hammer lug figure 100 to 4” male quick release self-sealing
coupling.
3. From 5” male hammer lug to 5” female hammer lug
4. From 5” female hammer lug figure 50 to 4” female hammer lug figure 100
5. From 4” male quick release self-sealing coupling to 4” female hammer lug figure
100

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-F
Carriage of Oil Contaminated Cargoes on Offshore
Support Vessels

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

CONTENTS

1 OBJECTIVE 2
2 BACKGROUND 2
3 COMPOSITION OF THE WET BULK WASTE 3
4 TESTING PRIOR TO BACKLOAD 4
4.1 KEY TEST RESULTS RANKED 5
5 FURTHER GUIDANCE FOR THE OSV 5
6 TESTING IN THE HARBOUR PRIOR TO OFFLOAD 6
7 DOCUMENTION AND REPORTING REQUIREMENTS 6
8 ANNEX 10 - F - 1 8
8.1 FLASH POINT 8
8.2 LOWER EXPLOSIVE LIMIT (LEL) 8
8.3 HYDROGEN SULPHIDE (H2S) 9
8.3.1 Example Procedure for LEL% and H2S meter only 9
8.4 SPECIFIC GRAVITY - S.G. 11
8.5 APPEARANCE 11
8.6 ODOUR 11
8.7 CONCLUSIONS 11
9 ANNEX 10 - F - 2 - ANALYSIS FORM 12
10 ANNEX 10 - F - 3 - PROCESS FLOW CHART 13

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

1 OBJECTIVE
To provide specific advice for the safe transportation, offshore handling, tank cleaning, onshore handling
and onshore disposal or treatment of wet bulk backloads contaminated during drilling and other
operations. This guidance is aimed at offshore installations, Offshore Support Vessels and appropriate
onshore staff (e.g. Surveyors, Tank Cleaners, Base Operators, and Waste Processors). In particular,
analytical tests must be carried out and made available to the Ship's Master prior to backloading,
confirming that Flash point exceeds 60°C and that the appropriate steps to avoid H2S generation have
been carried out.

2 BACKGROUND
Industry, in conjunction with the Chamber of Shipping and the Marine Safety Forum has produced this
Good Practice document to assist operators in better describing the wet bulk backload cargoes they wish
to transfer to shore for processing, using the bulk mud tanks on Offshore Support Vessels (OSVs).
In the course of well operations, water based fluids such as seawater, brine or water based mud may
become contaminated, commonly with oil based mud or base oil from oil based mud, (herein after called
wet bulk waste) which cannot be legally discharged to the marine environment. These contaminated
fluids are returned to shore for treatment or disposal.
Operations giving rise to such fluids include:
• Well bore cleanup operations where oil base mud is displaced from the wellbore to seawater or
completion brine.
• Operations where water base mud becomes contaminated with oil base mud during
displacements.
• Cementing operations with associated spacers.
• Pit cleaning operations.
• Drilling operations where wellbore fluids are contaminated with oil based mud, crude oil, or
condensate.
• Other tank cleaning operations where fluid chemical components cannot be discharged because
of the Offshore Chemical Regulations.
• Rig floor drains where the fluid is oil contaminated.
• Any of the above fluids may also be contaminated with hydrogen sulphide (H2S), typically from
sulphate reducing bacteria (SRB) activity
When fluids are severely contaminated and of small volume, then general industry practice is to transport
to shore in Tote tanks or similar type carrying units. For fluids that are “lightly” contaminated, general
industry practice has been to backload to the mud tanks on the OSVs. It is this latter practice in particular
that has raised grave concerns for the following reasons.
a) It is difficult to accurately describe the chemical make up of the fluid and hence provide a Material
Safety Data Sheet (MSDS) sheet that adequately describes the material.
b) Gas testing on OSVs returning to shore with this cargo has found on a significant number of
occasions, high levels of H2S in the atmosphere above the cargo. Lower Explosive Limit (LEL) tests
also revealed an explosive atmosphere in excess of that which the OSV has the capability to safely
transport.
c) The mud tanks on the OSVs are not designed or classified to contain and transport wet bulk cargo
with a flash point of less than 60°C. The pump rooms and pumping systems for the discharge of the
product tanks are not intrinsically safe. This classification is only found onboard specialist type OSVs.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

The reason for the very high LEL % values that have been recorded is contamination with crude oil and
condensate. The bulk mud tanks on standard OSVs are not designed for this purpose and under NO
CIRCUMSTANCES should fluids contaminated with the mentioned products be backloaded to an OSV's
mud tanks.
Recognising the relatively complex nature of the cargo, this Good Practice document has addressed the
issue by recognising that a series of tests should be undertaken on the material intended for backload to
provide an indicative view of the constituent make up and reactive qualities of the material. It must be
recognised that because of the segregation issues described in section 3.0 below, these tests can only be
indicative.
The tests can be performed either on the rig or onshore but must be performed by a competent person as
determined by the Operator. The rate at which these fluids are generated during certain operations on the
rig may preclude sending samples to shore for testing necessitating rig based testing. In either case, the
results of the tests must be made available to the Master of the OSV prior to the backloading hose
connection taking place. Once tests have been carried out no more fluid should be added to the intended
cargo on the offshore installation. If any further additions are made a further test will be required.
The results of these tests will allow the Master to establish if the backload is acceptable for carriage
onboard the OSV. Acceptance is based on the reported analytical information and the measured physical
properties, the known nature of the chemical make up and the previous cargo carried in the OSV’s tanks. A
generic risk assessment will be available onboard the OSV and updated when new, improved or different
information and circumstances become apparent. Offshore installation staff should be aware that in certain
circumstances the Master of the OSV may require advice from the OSV’s onshore technical advisors and
that a response from onshore may take time to progress. If there is any doubt regarding results repeat
the tests and review.
The backload hose should not be sent to the OSV and connected up unless there is an agreement
between the OSV Master and the Installation OIM/Operating DSV that the backload is acceptable for
transportation.

3 COMPOSITION OF THE WET BULK WASTE

The final wet bulk waste may contain components and formulated mixtures including:
• Water (both seawater and potable water)
• Oil base mud
• Base oil
• Water base mud
• Well bore cleanup detergents
• Completion brine (including corrosion inhibitors, biocide etc)
• Cement spacers
• Rig wash
• Brines containing various salts.
• Other substances e.g. glycol, pipe dope etc

The major component is normally seawater. The proportions of the other constituents are variable. The wet
bulk waste is likely to be heterogeneous in that oil mud will separate to the bottom, base oil to the top, with
seawater in between. OSV motion will not normally be sufficient to mix and stabilise the cargo to a
homogeneous form.

The components and formulated mixtures may arise from different wellbore operations. The volumes of
each component are normally known, although the degree of volumetric accuracy is variable depending on
how and where this material is stored on the rig prior to backloading to the OSV.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

During discharge to onshore storage tanks and road tankers the make up of the initial discharge may be
different in composition to that discharged later due to separation of components during transportation.
This may result in higher concentrations of an individual component being transported in road tankers.
Example
Oil based mud or contaminated wet bulk waste containing:

Seawater 75% (volumes)

Mineral oil base mud 10%
Cement spacer with surfactants 10%
Base oil 5%

The above mixture will separate, leaving the base oil on the surface, the seawater below this and the
mineral oil mud on the bottom. The cement spacer will mix with the seawater although the surfactants will
also mix with base oil and oil mud.
During transfer operations from the OSV to road tankers the initial fluid comprises the heavy oil mud,
followed by the lighter seawater and finally the base oil. In the event of a hose rupture or spillage, all
component fluids should be treated as oil contaminated and should be contained, preventing discharge to
the sea.

4 TESTING PRIOR TO BACKLOAD

A wet bulk waste may contain a significant number of chemicals for which Material Safety Data Sheets
(MSDS) are available offshore. It is not practicable, however, to develop a description of the wet bulk
waste from such an array of documents. Although MSDS will be available for formulated mixtures, there
may still be uncertainty in describing the properties of the wet bulk waste. As a precaution the following
tests should be carried out, prior to backloading, in order to assist confirmation of the potential hazards:

• pH Numerical range 0 - 14
• Salinity (Chlorides) mg/l
• Retort Oil content volume %
Water content volume %
Solids content volume %
o
• Flash point (closed cup C)
• Noxious gases LEL Explosive gases,
H2S,
Oxygen
• Bulk density Specific gravity

As described in section 2.0, tests may be carried out offshore on the installation by trained and competent
personnel or samples sent onshore for analysis by the Waste Processor or other competent laboratory.
The analysis and treatment should be carried out in a timely fashion on representative samples of each
wet bulk waste intended for backloading to an OSV. If backloading is delayed for any reason, such as bad
weather, it should be noted on the analysis form attached as Annexe 10 - F - 2 to this Appendix and the
volume and the pH of the Wet Bulk Waste should be monitored daily. If there is any doubt regarding results
repeat the tests and review.
Results of the tests along with the analyst’s signature and date completed should be entered on the
Annexe 10 - F - 2 analysis form and attached to the appropriate Waste Consignment Note e.g. SEPA C
note.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

4.1 KEY TEST RESULTS RANKED

Test Indicator Range of results Interpretation

Flash point Potential for >60°C Should be > 60°C to backload. If the flash
explosion point is low (<70°C) then an explanation
should be provided.

LEL Potential for Ideally zero. Meter Consistent with Flash point above
explosion alarm typically set - for transport only. If measurable
to 10 - 20% LEL LEL, repeat test and review explanation.

H2S Poisonous gas Must be zero Indication of bacterial activity

pH Measure of acidity or 9.5 – 10.5 To keep H2S in solution
alkalinity COSHH Personnel Protection Equipment
and personnel exposure
If pH greater than 11 discuss with OSV
Master
Oil % volume The major Agrees with Confirm retort agrees with Annex 10 ‐ F ‐
component requiring components in 2 and waste consignment note
backload Annexe 10 ‐ F ‐ 2
Solids % Potential need for Agrees with Confirm retort agrees with Annex 10 ‐ F ‐
content tank cleaning components in 2 components and waste consignment
Annexe 10 ‐ F ‐ 2 note. Tank residue could form a source
of SRB and H2S over time.

More detailed Procedures are provided in Annexe 10 - F - I attached to this Appendix. Test results
should be consistent with the information on the Annexe 10 - F - 2 analysis form.

5 FURTHER GUIDANCE FOR THE OSV

No Wet Bulk Waste should be backloaded until an Annexe 10 - F - 2 analysis form has been
received onboard confirming that it is acceptable for transportation.
There is no onus on the OSV to carry out further tests. Tank hatches should not be removed offshore
because of associated risks to vessel and personnel
Tests on board the OSV at the time of backloading are only possible if sampling ports are available.
Consideration should be given to installing suitable sampling ports onboard OSV’s to allow the use of the
LEL/ H 2 S meter. (Usually this can be dropped from the vent system using the extended sniffer hose).
Loading on top of bulk fluids already in ships tanks should be avoided. Wet Bulk Waste should where
possible be backloaded to a suitable clean tank. Where this is not possible further guidance should be
sought from operator’s competent person and with reference to operator’s procedures.
The potential for biological activity resulting in H 2 S in the dead volume and sludge must be risk assessed.
Should the overall pH be reduced through mixing of the fluids H 2 S breakout can occur.
Wet Bulk Waste should be discharged from the OSV as soon as possible. The need to clean the tanks
should be reviewed on each trip to minimise the risk of biological activity and H 2 S build up from any solid
residue.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

Experience has shown that round tripping untreated Wet Bulk Waste increases the risk of H2S breakout
occurring due to the additional time Sulphate Reducing Bacteria (SRBs) have to be active.
IMPORTANT:
Where Wet Bulk Waste is to be round tripped a sample should be obtained from the tank and the pH
checked to ensure no change has occurred since analysis. The volume of Wet Bulk Waste should also be
checked to determine if any ingress has occurred (seawater ingress into the tank will reduce the pH and
introduce a food source for bacteria) Where a change has occurred further guidance should be sought
from operators competent person and with reference to operators procedures.

6 TESTING IN THE HARBOUR PRIOR TO OFFLOAD

A gas test for LEL and H2S must always be performed on the OSV tanks containing the backloaded
material prior to offloading in port as a matter of standard procedure.
Waste Processors should also check the Annexe 10 - F - 2 analysis form parameters onshore. Prior to
discharge, the ullage air space in the tank will be sampled by the Waste Processor, preferably in
conjunction with the Surveyor, for LEL and H2S, to confirm that no change of condition has occurred.
Undertaking these tests will confirm that the Wet Bulk Waste is safe to offload.
A sample from the offloaded material should be taken and compared to the original analysis. In the event
that there is a significant divergence between offshore analysis and onshore analysis, the Waste
Processor should raise a non-conformance. If there is any doubt regarding results repeat the tests and
review. The Offshore Operator, the Offshore location, the OSV Master, Base Operator, Surveyor, and Tank
Cleaners should be advised accordingly.
Note.
If the wet bulk waste is backloaded into tanks already containing oil based mud residues as can be the
case, then the onshore test results will be different to those measured on the rig.

7 DOCUMENTION AND REPORTING REQUIREMENTS

Material Safety Data Sheets (MSDS) documentation of the components and mixtures must be made
available to the OSV Master. IMDG manuals are carried on the OSV for all types of chemical materials
shipped.
A Waste consignment note appropriate to the area of operations, e.g. EA or SEPA C is generated to
accompany the wet bulk waste being backloaded. This should reference the attached Annexe 10 - F - 2
analysis form.
The completed Annexe 10 - F - 2 analysis form is reviewed signed and dated by the Operators
Representative to confirm the backload is safe to transfer.
The Waste Consignment note along with duly completed, signed and dated Annex 10 - F - 2 analysis form
is to be made available to the Ship’s Master prior to backload operations for review and comment.
Once it is agreed to backload, a copy is forwarded to the Waste Processor onshore by the offshore
Installation which will include volume of Wet Bulk Waste and estimated time of arrival in port. This will allow
planning to ensure in most cases the Wet Bulk Waste is discharged in a timely and efficient manner
reducing delays in port and likelihood of round tripping.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

A dangerous goods certificate must be provided by the Offshore Installation based on the requirements of
the individual component MSDS.
The Waste Processor checks the samples drawn onshore, comparing the analytical results to those
obtained from the offshore analysis. In the event of a discrepancy the Offshore Operator, the Offshore
location, the OSV Master, Base Operator, Surveyor, and Tank Cleaners should be advised accordingly.
Test results should be also be provided to tank cleaning companies in the event tank cleaning is required
Whilst every effort has been made to ensure the accuracy of the information contained in this
Appendix and its Annexes, neither, the Chamber of Shipping nor the Marine Safety Forum nor any
of their member companies will assume liability for any use made thereof.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

8 ANNEX 10 - F - 1
8.1 FLASH POINT

The minimum acceptable flash Point (Pensky Martin Closed Cup or equivalent) of 60°C is applicable to wet
bulk wastes and will determine whether the material is safe for transportation via the OSV’s tanks. SOLAS
regulations determine that materials with a flash point below 60°C cannot be backloaded to a OSVs mud
tanks unless the OSV is certified for carriage where additional systems of inerting the environment onboard
the OSV will be in place. Generally, OSVs do not have the intrinsically safe systems required for the
carriage of produced or unrefined hydrocarbons.
Sampling should be set up to detect the worst case situation, particularly where there is potential for crude
oil or condensate contamination where the oil will rise to the surface of the tank. Drilling rigs will normally
have robust ventilation in the area used to store oil contaminated fluids and this may mask the condition
experienced onboard an OSV when carrying hydrocarbon contaminated product. OSV storage tanks are
not normally vented. Air sampling from above the drilling rig mud pits may understate explosive gases.
Sampling should reflect the conditions in the OSV tanks i.e. no agitation. Base oils typically have flash
points in the range 70 - 100°C. If the only oil component in a bulk waste is base oil then the flash point
cannot be lower than that of the base oil itself. If the flash point is relatively low (60 -70°C) an explanation
must be provided on the Annex 10 - F - 2 before the form is presented to the OSV Master. Prior to
sampling, the installation pit should be left without agitation for at least 30 minutes and then surface
sampled. If there is any doubt regarding results repeat the tests and review.
This sample can then be split and one part used for Flash Point testing and the other for Noxious gases.
Flash point is tested as per Closed cup Flash Point equipment manufacturers instructions.

8.2 LOWER EXPLOSIVE LIMIT (LEL)

The LEL gas detector will confirm potential flash point problems. Note that the LEL meter is used in
harbour to check vapour condition in the ullage air space above the tank prior to discharge. The test
carried out prior to backloading should reflect the conditions in the ships tanks i.e. there will be no agitation
and no forced ventilation unless it is specifically required or requested (unlike rig mud pits).
The Noxious gas test is modified to simulate the unvented ships tanks. The sample is placed in a closed
container with a sampling port on top and left to equilibrate for 30 minutes. A tube is then connected from
the port to the gas analyser and the sample analysed. This method simulates the unvented ships tank.
The above Procedure has been agreed with gas analyser manufacturers and Service companies carrying
out the test offshore.
The flash point and LEL results should be consistent with each other. LEL gas meters are normally set so
that the alarm goes off in the range 10 - 20% LEL methane equivalent. Any number above 25% would be
considered high. Other gases potentially present can have a different LEL range than methane. If there is
any doubt regarding results repeat the tests and review.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

8.3 HYDROGEN SULPHIDE (H2S)

H2S can occur in wellbore fluids but this source would normally be identified by rig equipment and
appropriate measures taken to neutralise and remove the H 2 S.
In surface tanks and facilities H 2 S most commonly arises from the activity of sulphate reducing bacteria
(SRB). SRB will become active provided there is a "food" source and low oxygen conditions. This would be
typical of stagnant oil contaminated fluid stored for a long time. This environment can arise on both
installations and OSVs in tanks and manifolds. Disturbing stagnant fluids or mixing low pH fluid into a high
pH fluid containing H 2 S could cause the release of H 2 S into the void space above the tank.
Hydrogen Sulphide is a heavier than air and an extremely poisonous gas. Maximum exposure limit is 10
ppm over an 8 hour period. The LEL gas meters currently being used also tests for the presence of H 2 S.
H 2 S is a known danger during drilling operations. Offshore sensors and routine offshore analysis methods
will detect if H 2 S is a potential problem in bulk waste backloads. In the event of a positive test another
sample should be collected to confirm the result. If this second result is positive further work may be
required to determine the source of the H 2 S. A test using a Garrett Gas train (if available) will determine
the levels of H 2 S dissolved in the liquid.
The SRB organisms thrive in a pH range of 5.5 - 8.0. The lower the pH the greater the breakout of H 2 S.
The backload MUST be treated on the installation to prevent breakout of H 2 S in the OSV tanks. Biocides
kill the bacteria but do not remove dissolved H 2 S. H 2 S scavengers will remove dissolved H 2 S but do not
stop biological activity. Caustic soda (or similar alkaline materials) will raise the pH and prevent H 2 S gas
breakout.
In the event H 2 S is detected, tests should be carried out offshore to determine the best treatment prior to
backloading. If H 2 S is detected but no H 2 S scavenger is added to remove the dissolved H 2 S, this should
be noted in the conclusions section of the Annex 10 - F - 2 analysis form.
After treatment a final headspace H 2 S test should be carried out to confirm zero H 2 S and noted on the
Annex 10 - F - 2 analysis form before the hose is connected to the OSV for backload.
8.3.1 Example Procedure for LEL% and H2S meter only
Collection of Sample
The sample should be taken from below the surface of the unagitated tank to simulate the unagitated OSV
tank. Most oil will be in the top layer and will give a worst case oil content.
1. Leave tank or pit unagitated for 30 minutes before taking a 2.5 litre sample.
2. Fill the sample into container provided, up to the marked line and replace screw cap lid
3. If a magnetic stirred is available, mix for 1 hour before proceeding to gas detection. Two large
magnetic fleas included in kit.
Gas Detection (% LEL value, combustible gases)
1. Ensure batteries have been fully charged. If not, place in charger and allow charging for 12 hours.
2. Switch instrument on in a clean air environment
3. The detector will beep and run a set of self-checks once these are complete the screen will display 3
levels on the screen
H2S: 000 ppm
O2: 20.9 %
LEL: 000 %
4. The pump automatically starts and continues to run until the unit is switched off.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

6. Remove the plugs in the sample container lid and place the sampling hose into the head space
7. Any combustible gas will be registered on the LEL monitor.
8. After 5 minutes remove the hose and switch detector off by holding down the on/off button for 5
seconds; (the unit will beep 4 times before switching off)
9. Any gases detected should be reported on the Annex 10 - F - 2.

Calibration

1. O2 sensor is automatically calibrated each time the unit is switched on.

2. LEL sensor is factory calibrated to Methane and can be calibrated using a calibration gas supplied by
BW Technologies.
3. H2S sensor is factory calibrated but subsequent calibrations can be done using a calibration gas
supplied by BW Technologies.
4. It is recommended that the LEL and H2S sensors be calibrated every three months or when the unit
is on shore using the appropriate mixed calibration gas from BW Technologies.

8.3.1.1 Sampling of liquid and solid component properties

The sample for the following analyses should be taken from the middle of the pit immediately after
adequate agitation.
8.3.1.2 pH

Seawater pH is typically 8.3. Oil mud is alkaline and could raise the pH slightly. Cement contaminant is
highly alkaline. In general alkaline pH (above 7) protects from corrosion. Highly alkaline materials can be
caustic and require care in handling. Cement and sodium silicate can lead to high pH.
Low pH (less than 4) is highly acidic and an explanation should be provided on the Annex 10 - F - 2
analysis form. Acids such as citric acid or acidizing chemicals such as hydrochloric acid can lead to low
pH.
Low pH Wet Bulk Waste is very uncommon and would require large quantities of alkaline material to
increase pH above 9.5. In this unlikely event further guidance should be sought from operator’s competent
person.
Note that low pH (less than 9) means any H2S present will already have broken out as a gas.
The pH range of 4 – 11 is the acceptable range for transportation of any bulk fluids to avoid damage to
OSV tank coatings and seals. Some OSV tanks may be capable of carrying fluids out with this pH range;
this should be discussed with the OSV Master prior to backloading.
Wet Bulk Waste will be treated to have a pH of 9.5 – 10.5 as this is the range that H2S will remain in
solution.

8.3.1.3 Salinity – Chlorides

Seawater is typically 20500 mg/l chlorides. Oil mud contains some calcium chloride increasing this level
slightly. Sodium chloride brine can contain up to 189000 mg/l. Results should agree with the composition.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

9.3.1.1 Retort analysis (solids, water, oil volume %)

This should match the estimated composition (volume %) on the Annex 10 - F - 2 analysis form. Note; that
it may be difficult to get representative samples if the liquid tends to separate. Some divergence is
expected e g. if oil is noted as 5%, the range could be 3 - 10%. If separation is likely a range is preferred
e.g. 5 - 10%. The solids component can form a residue in the OSV tank and a potential location for SRB
activity and H 2 S.

8.4 SPECIFIC GRAVITY - S.G.

Common water based fluids cover the range 1.03 (seawater), sodium chloride (1.2), and calcium chloride
(1.33). Rarely used brines such as caesium formate can reach 2.2. Oil mud is typically 1.1 - 1.5 but can
exceed 2.0. Mixtures will have intermediate values, most tending to 1.03 as seawater is the major
component. Note that if mixtures separate the top half can be a different density than the bottom half.

8.5 APPEARANCE
General description confirming if cloudy, clear and colour. Should be consistent with Waste Consignment
Note description.

8.6 ODOUR
Slight versus strong odour, consistent with description.

8.7 CONCLUSIONS
Should demonstrate the various parameters measured are in agreement with one another.

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

9 ANNEX 10 - F - 2 - ANALYSIS FORM

ANNEX 10 ‐ F ‐ 2 (ANALYSIS FORM)

TO BE COMPLETED AND PROVIDED TO OSV MASTER PRIOR TO BACK LOADING
NO BOXES TO BE MARKED N/A
Sample Description Sample Reference
Vessel Date
Offshore Asset Producer
Well Name and Number Waste Company
Total Number of Barrels Waste Note No.
WASTE COMPONENTS
Component Name Concentration Units MSDS Available
% volume
% volume
% volume
% volume
% volume
% volume
% volume
% volume
LABORATORY ANALYSIS RESULTS
Test Method Units Results Range of Results / Guidance
Salinity (Chloride) Titration mg/l

Flash Point (Oil Fraction) Closed Cup Flash °C Must be >60°C to back load. If the flash point is low (<70°C) then an
Point explanation should be provided.
Gas Test (H2S) ppm Must be Zero. Indication of bacterial activity.

Gas Test (LEL) % <25%. Ideally zero. Meter alarm typically set to 10‐20% LEL. Should
Gas Meter
be consistent with flash point
Gas Test (Oxygen) %

pH pH Meter 4 ‐ 11 is the acceptable range for OSV tank coatings,

MUST be 9.5 ‐ 10.5 to keep any H2S in solution
Water Retort % volume

Oil Content Retort % volume Confirm retort agrees with Appendix 10 ‐ F, Section 4 components
and waste consignment note
Solids Retort % volume Confirm retort agrees with appendix 10 ‐ F, Section 4 components
and waste consignment note
Bulk Specific Gravity S. G. <2.5. If >2.5 seek further guidance on Vessel capability

Appearance

Odour

Date & Time of Analysis

Conclusions:‐

Analysis to be conducted by a person competent to do so Comment (Yes / No / Details)

This liquid has been analysed as per GOMO Appendix 10 ‐ F and it is my opinion that it is safe for carriage in a standard clean OSV bulk tank.

This liquid has been analysed as per GOMO Appendix 10 ‐ F and will be loaded into a tank with residues/existing cargo. Compatibility has been
risk assessed and found to be safe for carriage.
H2S Avoidance

Details of mandatory wet bulk waste treatment with biocide (chemical/qty)

Details of wet bulk waste treatment in order to produce a pH of between 9.5 and 10.5 (chemical/qty)

Has waste handling facility been informed of volume and ETA onshore? (yes /no)

Does waste handling facility have the capability to take off waste at first port call? (yes / no)
Name Signature Date

Analyst

Operators Representative

URTHER GUIDANCE AVAILABLE FROM OTHER INDUSTRY SOURCES

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Appendix 10-F

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

10 ANNEX 10 - F - 3 - PROCESS FLOW CHART

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-G
Tank Cleaning Check List

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Appendix 10-G

TANK CLEANING CHECK LIST

TANK CLEANING CHECKLIST Checklist No:

Vessel Name:
Vessel Permit No:
Reason for Entry
Tank No’s
Confined Space Contents

SAFETY CHECKS
1 Has enclosed space been thoroughly: Yes N/A Hazards: Yes N/A
1.1 Depressurised 7.1 Noise
1.2 Ventilated (by natural/mechanical means) 7.2 Toxic
1.3 Drained 7.3 Chemical
1.4 Isolated by - Blanking 7.4 Corrosive
- Disconnecting 7.5 Explosive
- Valves 7.6 Flammable
1.5 Steamed 7.7 Electrical
1.6 Water Flushed 7.8 Static Electricity
1.7 Inert Gas Purged 7.9 Fall from Height
1.8 Tank Appliances Electrically Isolated and Locked 7.10 Overhead Hazards
1.9 Opened tank hatches guarded 7.11 Potential Dropped Objects
2 Tank Prime Mover has been: Yes N/A 7.12 Entrapment
Electrically isolated and locked (All stations,
2.1.1 7.13 High Pressure Jetting
wheelhouse engine room etc.)
Mechanical motive power isolated and locked (All
2.1.2 7.14 Suction
stations, wheelhouse engine room etc.)
Vessel Machinery – Main Engines, Shafts 7.15 Trip Hazards (Specify)
3 Yes N/A
Generators etc. 7.16 Hot Surfaces
Agreed isolation of vessel machinery (All stations, 7.17 Other
3.1
wheelhouse engine room etc.) 8 Protective Equipment: Yes N/A
3.2 Agreed change of status, start-up procedure 8.1 Eye Protection (Specify)
4 Other Considerations: Yes N/A 8.2 Face Shields
4.1 Material Safety Data Sheets available 8.3 Respirator
4.2 Annex 10 - E - 2 Analysis Sheet 8.4 PVC Gloves
4.3 Suitable Access / Egress provided 8.5 Safety Boots
4.4 Standby Personnel detailed 8.6 High Pressure Jetting Boots
4.5 Lifeline / Safety Harnesses / Rescue Hoist 8.7 Wet Suit
4.6 Breathing Apparatus 8.8 Full Chemical Protective Clothing
4.7 Means of communications tested OK 8.9 Breathing Apparatus
4.8 Area free of flammable materials 8.10 Head Protection
4.9 Area free of Ignition sources 8.11 Ear Protection
4.10 Work time / Fatigue 8.12 Other
4.11 Clear working area 9 Emergency Procedures: Yes N/A
4.12 Illuminations 9.1 Muster Points Identified
4.13 Visibility of Hoses 9.2 Escape Routes Identified
4.14 Other work that could cause hazard 9.3 Alarms Understood
5 Tool Box Talk: Yes N/A 9.4 Location of fire-fighting and first aid equipment
5.1 TBT conducted with ALL applicable personnel
5.2 Special Training / Briefing required
5.3 Other 9.5 Contact No’s.
Emergency Services
6 Plant Required:
6.1 Compressor 6.2 Safety Barriers/Signs Vessel Bridge

6.3 Pressure Washers 6.4 Lighting Base Operator

6.5 Vacuum Tankers 6.6 Air Driven Pumps Tank Cleaning Contractor

6.7 Jetting Lance Baffles 6.8 Others (Specify):

10. Other Requirements / Limitations:

11.1 Ongoing Gas Monitoring Required: Yes No 11.3 Competent Analyst(s) required) Yes No
11.2 Frequency of Ongoing Monitoring 30 minutes 1 hour 2 hours Other - specify

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Appendix 10-G

TANK CLEANING CHECK LIST

Declaration
I have personally checked the above conditions and consider it safe to enter provided that the conditions laid down are adhered to:

Tank Cleaning
Contractor
Signed Print Name Date

Client/Vessel Master
(or Designate)
Signed Print Name Date

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 10-H
Tank Cleaning Standards

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Appendix 10-H

TANK CLEANING STANDARDS

Tank inspections should confirm that the tanks have been cleaned to the following standards as
required:-

Brine Standard
Cargo lines and pumps are flushed through with clean water and lines drained. Tank
bottoms and internal structure (stringers, frames, etc.) are clear of mud solids, semi-
solids and all evidence of previous cargo. The tank may require cleaning with
detergent to achieve the highest standard of cleanliness possible. All traces of water
and detergent removed from tank.

Water Based Mud Standard

Cargo lines and pumps are flushed through with clean water and lines drained. Tank
bottoms and internal structure (stringers, frames, etc.) are clear of mud solids, semi-
solids and all evidence of previous cargo. The tank may require cleaning with detergent
to achieve the highest standard of cleanliness possible. All traces of water and detergent
removed from tank.

Oil Based Mud Standard

Tank bottoms and internal structure (stringers, frames, etc.) are clear of mud solids and
semi-solids. Cargo lines are flushed through with clean water and lines drained. Pump
suctions are checked and clean. Tank must be empty and clear of all water / mud
mixtures.

Pump out Standard

Pump out residues from tank and wipe tank floor using rubber mops or equivalent. Check
suction pipes to ensure they are clear. No requirement for washing.

Dry Bulk Tanks

Tanks to be brushed down and residues removed by vacuum tanker, eductor system or
equivalent. Slides to be checked for dryness and condition and ‘elephant foot’ suction
checked to be clear.

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 Appendix 11-A
Guidelines for the Content of MOU Move and Anchor
Handling Workscope
 Guidelines for the Content of MOU Move &
Anchor Handling Workscope

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 1
General

Following onto the Bourbon Dolphin casualty the Marine Safety Forum formed several
working groups to review the procedures and working practises that were currently in place
for MOU move operations.

These guidelines should be read in conjunction with the North West European Area
Guidelines for the Safe Management of Offshore Supply and Anchor Handling
Operations

This document is a Guideline to assist in producing an industry standard format for

MOU Move and Anchor Handling Workscopes

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 2
Abbreviations
AH Anchor Handling
AHV Anchor handling vessel
DP Dynamical Positioning
HIRA Hazard Identification and Risk Assessment HSE Health and Safety Executive
MCA Maritime Coastguard Agency
MOU Mobile offshore unit
MOC Management of Change
MOU Mobile offshore unit
OSD Offshore Safety Division
PIC Person In Charge SIMOPS Simultaneous operations
SMS Safety Management System
SWL Safe Working Load

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 3
FORMAT:
The document should be prefaced with a table of contents:

1. COVER SHEET

2. TABLE OF CONTENTS & ABBREVIATIONS USED

3. INTRODUCTION

4. HEALTH SAFETY AND ENVIRONMENT

5. DESCRIPTION OF UNIT

6. SUPPORT

7. DEPARTURE LOCATION

8. TOWING

9. ARRIVAL LOCATION

10. APPENDICIES ITEMS PENETRATION FLOW CHART

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 4
 1. Front Cover Sheet

Details of Procedure author, checking process, revision history and dates;

and approval names and signatures

2. Table of Contents and Abbreviations used

3. Introduction

To be specific to the operation and contain operational summary

• Detail requirements for Offshore pre-meeting with all Vessel

Masters in attendance via conference call to discuss Risk
Assessments
• Time Break down Estimates
• It is recommended that key personnel such as Towmaster, MOU
Person In Charge and Operators Representative sign to the effect
that they agree to follow the MOU move plan.
• Also that at the “Hold Points” these same key personnel collectively
agreed that conditions are suitable to commence the next phase of
the operation.
• Limiting Environmental Criteria
• Overview of Notification and advisory requirements
• List of supporting documentation such as:
1. MOU Operations Manual
2. MOU Safety case
3. MOU Owner and Operator references
4. Local and regulatory Guidance
5. North West European Area Guidelines for the Safe
Management of Offshore Supply and Anchor Handling
Operations (NWEA) Latest revision
6. HSE operations Notice #3,6 & 65
7. HSE OSD 21 for jack ups
8. Warranty certificate of towage approval
These documents, or extracts from them, may also be referred to in
Appendices

Define “Hold Points” and “Trigger Points” to be used

Hold points are phases of the operation which may be completed in

isolation or in a limited weather window. Hold points should be at suitable
breaks which prompt a discussion to determine if it is appropriate to
commence a phase of the operation.

Examples:
• Prior to recovering Secondary Moorings
• Prior to recovering Primary Moorings and Going on Tow
• Prior to Entering 500 m zone at destination location
• Prior to maneuvering/ mooring operations at destination location
• Prior to running Secondary moorings
• Prior to moving along side or over another structure

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 5
 • Prior to jacking operations

Trigger points are defined as occurrences or events which would trigger a

discussion as to whether it is safe to continue with the current operation

Examples:
• Significant sea height reaches xx m
• Wind speed reaches xx kts
• Current reaches xx kts or adversely impacts on operations
• Visibility reduced to under one mile
• Unexpected loads experienced at either by any AHV or the MOU
• Mooring equipment problems
• Any mechanical problems aboard any AHV or MOU which may
affect the operation
• Any technical faults with the survey and navigation equipment
• If at any stage there is any doubt about being able to maintain the
clearance between the chains/wires and any sub-sea asset

4. Health Safety and Environmental

Should include a statement of Health, Safety and Environmental

expectations for the MOU Move Operation and define which policies are to
be used

Should include that all personnel are empowered to intervene; if for any
reason the feel it is unsafe to continue, they do not understand or know
what to do, or the agreed plan is not being followed

• Outline of pre move meetings and briefings

• Define Management of Change process
• Define the Risk Assessment processes to be used offshore
• Define vessel stability and loading requirements for supporting
vessels
• Conduct a Post Move Review
• It is recommended that on completion of a MOU move, the key
players and vessel Masters conduct an after action review to
evaluate what went well and to identify possible areas for
improvement
5. Description of MOU
• Unit type, i.e. Semi Submersible, Jack Up, Barge, FPSO
• Critical dimensions and key information taken from MOU Operations
Manual
• Mooring size, type and length, system of numbering of anchor lines
and anchor patterns for both departure and arrival locations
• Anchor types, weight and quantity
• Towing gear arrangement Maximum Working Load, based on
percentage of Maximum Break Load of weakest component
• Propulsion systems (size and type of thrusters, DP on MOU/MODU)

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 6
 • Draft and freeboard at both locations and during the tow. This
should include such as jack up leg protrusion below the hull
• Where appropriate the MOU data card to be made available to Vessel
Masters
• Detail any environmental limits for MOU operations

6. Support

• Vessel requirements shall be based on defined expected worst case

dynamic loadings
• Mooring and rigging equipment
• Towing Arrangements
• Survey and Navigation package
• Weather forecasting service
• Tidal and current information

7. Departure Location

• Positions/coordinates
• To contain topographical diagrams of sea bed showing sub sea
structures, pipelines and obstructions, slopes and such as sand hills
and shallows
• Drawings of current and proposed anchor patterns showing all
mooring arrangements
• Schedule for mooring recovery
• Details of any skidding operations within mooring patterns
• Water depths
• Bottom type
• Catenary curves
• Soils data and penetration curves for Jack Ups
• Leg extraction procedures for Jack Ups
• Positioning tolerances & closest points of approach
• Confirm minimum distances horizontal/vertical to installations and
pipelines for anchors and mooring lines, including elevated catenary

8. Towing

• Expected Duration of tow and Distances involved

• Adverse Weather contingencies and safe havens
• Emergency procedures
• Responsibilities & command of tow and any transfer of that
command
• Passage Plan, Routing
• Towing Catenary details or restrictions

9. Arrival Location(s)
• Positions/coordinates
• To contain topographical diagrams of sea bed showing sub sea
structures, piplelines and obstructions, slopes and such as sand hills
and shallows
Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 7
 • Drawings of proposed anchor patterns showing all mooring
arrangements
• Schedule for mooring deployment
• Details of any skidding operations within mooring patterns
• Water depths
• Bottom type
• Catenary curves
• Soils data and penetration curves for Jack Ups
• Preload requirements for Jack Ups
• Positioning tolerances & closest points of approach
• Cross tensioning of moorings at arrival location
• Contingencies for mooring slippage
• Confirm minimum distances horizontal/vertical to installations and
pipelines for anchors and anchor lines, including elevated catenary

On Shore Planning

On shore MOU Move Meeting to be held where operational procedures and

responsibilities will be reviewed and agreed upon.

• Carry out an on shore Risk Assessment

• Identify who hires & selects support vessels, mooring and towing
equipment, navigational equipment etc
• Specify details of additional mooring, towing and navigational
equipment required in support of the MOU move and Anchor Handling
process.
• Identify who will brief vessels Refer to:
MSF ‘Risk Assessment Rig Move Operations’.
MSF ‘Vessel Health, Safety and Environmental Check List’ to be
completed at this time.
• Identify who will brief towmasters
Refer to MSF ‘Risk Assessment Rig Move Operations’
• Indentify who will carry out mooring analysis, to include anchor
pattern, step/skid drawings, catenary curves. Details drawings to be
included in procedure
• Determine who provides Weather/wave data and tidal streams.
• Indentify SIMOPS that may affect MOU Move operation and define
who has primacy
• Define shut downs or bleed down operations required of adjacent
installations and / or pipelines
• Determine logistics requirements and responsibilities to ensure all
equipment is sourced, certified and shipped
• Any change of hire details during move are defined
• Agree roles and responsibilities for OIM/PIC, Barge Master,
Towmasters, Operators Marine Rep, Warranty Rep. Vessel Masters
etc.
• Appoint sole point of contact through which all rig move notifications
and exterior communications will pass.
• Agree ‘Contingency Planning’ requirements.

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 8
 10. Appendices

ITEMS for inclusion:

• ROLES AND RESPONSIBILITIES for key roles such as OIM/PIC,

Towmasters, Operators Marine Representatives, Positioning
/Navigation providers
• Names and CONTACT DETAILS of all parties, including Emergency
Contacts and Onshore Support
• RIG MOVE RISK ASSESSMENT e.g.. MSF Level 1 HIRA
• REGULATORY OR LOCAL REQUIREMENTS
• TOW ROUTE/PASSAGE PLAN
• MOU DATA CARD
• DRAWINGS, CHARTS and SKETCHES
• DESCRIPTION OF ANCHOR TYPES AND THE USE OF, MOORING
CONFIGUATION DRAWINGS
• ADDITIONAL EQUIPMENT
• SEA BED BOTTOM SURVEY, BATHYMETRY
• TIDAL & CURRENT INFORMATION
• JACK UP LEG PENETRATION CHARTS
• LOCATION /WARRANTY APPROVALS
• CROSS TRACK LIMITS FOR DEPLOYING AND RECOVERY OF
MOORINGS

Cross tracking limits shall define the allowable vessel deviation off the
intended mooring line, considering the distance from the MOU and amount
of mooring deployed.

A “Traffic Light” alert system is recommended:

Example:

ZONE LIMITS ACTION

> 150m each side of No action
Green
intended track. required
Vessel instructed
to regain line,
assistance from
Green zone + 150m on
rig provided if
Amber each side of the intended
required. Review
track.
environmental
forces being
experienced
Mooring operation
suspended until
Vessel regains
Out with green or amber amber zone and
Red
zones. movement toward
intended track
confirmed.
PIC notified

Guideline for the Content of MOU Move and Anchor Handling Workscopes - April 2012 Page 9
 Appendix 11-B
Anchor Handling Systems, Set Up and Handling
Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

1 PERMANENT CHASER PENDANT (PCP)

The diagrams below apply to PCP components. In general a swivel should not be
used in the pendant system, only on the working wire. Illustrated below are
PCP’s, alone and with anchor.

1. Requirements related to chaser: certification, recertification, repairs, discarding:

 The original chaser certificate shall be on board and any repairs documented
 Periodic inspection will be performed, focussed on dimensions and wear.
 Requirements related to shackles between chain tail and chaser:
 Minimum of 110 tonnes (corresponds to super green pin).

2. Chain tail requirements:

 Minimum ORQ and 400-tonne breaking load
 Chain shall be certified
 Minimum length 40’ / 12 metres
 Dimension 3” / 76 mm
 Open common link at both ends.
3. Requirements related to shackles between chain tail and pendant wire:
 Minimum of 120 tonnes.

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

5. Pendant wire requirements:

 The wire to be minimum 3” / 76 mm
 The length of the pendant wire shall be a minimum of 200’ / 61 metres. Some
operations may require longer pendants.
 The wire shall be galvanized and quality certified with Flemish eye terminations
and steel sleeve. Gusseted thimbles to be heavy duty and galvanised.
 Eye towards chaser shall be socket with an option for connecting a minimum 3" /
76mm connecting link
 Eye towards vessel/shark jaw shall be socket with an option for connecting a
minimum 3" / 76mm connecting link. It is recommended a 3" / 76mm chain tail is
attached, to ensure the shark jaw on board grabs the chain tail to avoid damage
to the pendant wire.
6. Connector requirements (connecting link or pear link)
 To be minimum of four links, for example: connecting link with a minimum of four
links with stud and one open common link
 To be to ORQ quality standard as a minimum
 Minimum dimension 3" / 76 mm
 Certified.
7. Recommended system length (from piggyback to pigtail) should be water depth
plus 60 metres. Recommended maximum length is water depth plus 75 metres.
8. Buoy requirements:
 Able to withstand collision with a vessel
 Load bearing capacity based on water depth and equipment weight
 Shall have sufficient buoyancy related to weight
 Marked in accordance with applicable regulatory requirements
 Fixed pigtail
 Shackle rated to a minimum of 110 tonnes
 Pigtail length 20’ / 6 metres with minimum dimension 2 ¾" / 70mm
 An open common link is recommended for eyes at bottom end of pigtail
 Pigtail is connected to a connecting link at the bottom

9. Connecting link requirements:

 Minimum ORQ quality 3" / 76mm
10. Shackle requirements:
 Minimum 110 tonnes.
11. Buoy pennant wire:
 Colour code markings (e.g. splice socket) based on length
 Use metric measuring units
 Hard eye or socket with a chain tail of four chain links (3" / 76mm).
12. Chain tail on anchor may be piggyback or primary anchor, but if piggyback then:

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

 40’ / 12 metre chain tail at both ends (towards primary anchor and towards buoy
or piggyback)
 Certified chain tails 3" / 76 mm
 Minimum requirement ORQ certified chain, breaking load approx. 400 tonnes
 Open common link at both ends
 Piggyback lifting yoke shall follow the piggyback anchor.
 Either a connecting link or 120-tonne shackle may be used in the system,
provided shackle is placed so it cannot enter winch on A/H vessel.
14. Recommended pennant wire colour codes; socket colour codes identify wire
length.
 600 ft. Orange
 500 ft. Blue
 400 ft. Green
 300 ft. Red
 200 ft. Yellow

2 PENNANT BUOY SYSTEM

Recommended design of a pennant buoy system with associated equipment: soft eye
or socket.
NOTE: Open end link here means open common link.

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

3 WORKING WIRE/CHASER TERMINATION ON VESSEL

1. Use an appropriate rated swivel in the working wire to prevent wire spinning.
2. A closed socket termination is recommended for the working wire
3. Minimum thickness of the working wire should be sized to the winch.
4. Use a pear link of an approved make
5. Use correct wire length for the water depth, i.e. 1 ½ times water

depth Recommended design is below.

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

4 PIGGYBACK SYSTEM
Recommended design of piggyback system - with associated equipment.

NOTE: Open end link here means open common link. The wire breaking load between
piggyback anchor and primary anchor shall be a minimum of 70% of the holding tension
of the primary anchor. The wire between the piggyback and primary anchor shall be

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

fastened to pad eye or bridle. Piggyback anchor shall be appropriate to sea bottom
conditions based on the site survey.

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

5 CHASING PENDANT

5.1 Connecting Chasing Pendant

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Appendix 11-B

ANCHOR HANDLING SYSTEMS, SET UP AND HANDLING

5.2 ‘Releasing Chasing Pendant

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 12-A
Adverse Weather Criteria, Response and Rescue
Support

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Appendix 12-A
ADVERSE WEATHER CRITERIA, RESPONSE AND RESCUE SUPPORT

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Appendix 12-A
ADVERSE WEATHER CRITERIA, RESPONSE AND RESCUE SUPPORT

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