Marine Operations Guide - June 2019

DocuSign Envelope ID: C5954E93-9E92-418E-AF1A-66960F4E2F9C
Marine Operations
Guide
April 2019 Upstream Nigeria Logistics

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels
Upstream Nigeria
DEPARTMENT:
UN LOGISTICS
DOCUMENT TITLE:
MARINE OPERATIONS GUIDE FOR OFFSHORE SUPPORT VESSELS

DOCUMENT NUMBER :
02 April12,2019 Issue for Release MOE On file
01 April 5, 2019 Issue for review MDJ JA On File
Rev. Date Description By Checked Approved
Rev 02: April 2019 1-1

ENDORSED, APPROVED BY:
PERSON ACTION SIGNATURE DATE
Philip Morris, June 28, 2019

Developed
Marine Technical
Advisor
Samuel Omowaiye
Marine Technical Developed June 28, 2019
Advisor
Justin Eshiet
Chief Mooring Reviewed June 28, 2019
Master
Daniel Hughey June 28, 2019

Endorsed
MQA Manager.
Tosin Olawale June 28, 2019

Endorsed
Manager, Marine
Operations.
Michael Ebiye June 28, 2019

Endorsed
Manager, Onne Area
Operations
M. Ijachi for
Teddie Brinkley Endorsed June 28, 2019
Marine Manager
T.J. Bakare for

James Hales Approved June 28, 2019
GM, UN Logistics
Rev 02: April 2019 1-2

Rev 02: April 2019 1-3

MARINE OPERATIONS GUIDE REVIEW TEAM
SECTION LEAD TEAM

General Capt. Seb Marcel- Capt. Justin Eshiet - DW Operations
Introductory Ajibo – UN Logistics Phil Morris – UN Logistics Marine
Information Marine Michael Ebiye – UN Logistics Marine
Safety, Security, Tunde Olagunju – Oluwole Olamitoke – UN Logistics MQA

Health and UN Logistics SHE Frank Buck – UN Logistics MQA
Environment Ugo Chukuezi – UN Logistics VMT
Ryanhard Dsylva – Usan Operations
Capt. Seb Marcel-Ajibo – UN Logistics Marine
Capt. Justin Eshiet - DW Operations
Phil Morris – UN Logistics Marine
Rupert Scotty Jackson – ERP
Brad Edlington – ERP
Thaddeus Nwaozor – UN SHE
Allan Macleod – Security
Jasen Sterry – Security
Nico Van den Berg – Security
Affiong Ben-Edet – MOH
Grace Allison - UN SHE
Michael Ebiye – UN Logistics Marine
Marine Operations Ugo Chukuezi – UN Capt. Seb Marcel-Ajibo – UN Logistics Marine
Logistics VMT Capt. Justin Eshiet - DW Operations
Columbus Etta – UN Logistics Fuel Ops
Gbenga Olumuyiwa – UN Logistics Fuel Ops
Andrew Ikhinmwin – UN Logistics Shorebase
Taiwo Sholagbade – UN Logistics Shorebase
Lydia Udowa – UN Logistics Shorebase
Supply Vessel Itafe Ogbomida – Onyeka Ahanwa – UN Logistics Marine
Operations UN Logistics Marine Capt. Seb Marcel-Ajibo – UN Logistics Marine
Eric Davis – Usan Operations
Emem Ekong – Usan Operations
Nadia Ismail – Usan Operations
Christopher Davis – Erha Operations
Iheanacho Emeto – Erha Operations
Mei Cheng – Erha Operations
Shane Large – JV Operations
Ugo Chukuezi – UN Logistics VMT
TJ Bakare – UN Logistics Transport
Apollos Anugwa – UN Logistics Transport
Rev 02: April 2019 1-4

Support Vessel Onyeka Ahanwa – Itafe Ogbomida – UN Logistics Marine

Operations UN Logistics Marine Capt. Seb Marcel-Ajibo – UN Logistics Marine
Sampson Ukpong – BOP
Jide Farinre – BOP
Taiye Gbenjo – BRT Operations
Elliot Umole – BRT Operations
Mathew Jerabek – Yoho Operations
Ekene Chijuka – Yoho Operations
Akinola Akintoye – Nigeria Projects Organization
Security Vessel Allan Macleod/Jasen Nico Van den Berg – Security
Operations – Sterry – Security Ugo Chukuezi – UN Logistics VMT
NEW** Tunde Olagunju – UN Logistics SHE
Oluwole Olamitoke – UN Logistics MQA
Specialized Vessel Phil Morris – UN Capt. Seb Marcel-Ajibo – UN Logistics Marine
Operations Logistics Marine Capt. Justin Eshiet - DW Operations
Edafe Ekewenu – UN Maintenance
Kelechi Onyenso – UN Maintenance
Bruce Fyfe – Nigeria Projects Organization
Celestine Iwomi – Nigeria Projects Organization
Yinka Oyeleye – Nigeria Projects Organization
Edwin Deinfegha – Nigeria Projects Organization
Akinola Akintoye – Nigeria Projects Organization
Danny McManus – UN Drilling
Kevan Jenkins – UN Drilling
Capt. Samuel Omowaiye – Marine Safety
Rev 02: April 2019 1-5

Mooring Operations Capt. Justin Eshiet - Capt. Seb Marcel-Ajibo – UN Logistics Marine
– NEW** DW Operations Phil Morris – UN Logistics Marine
Sampson Ukpong – BOP
Jide Farinre – BOP
Taiye Gbenjo – BRT Operations
Elliot Umole – BRT Operations
Mathew Jerabek – Yoho Operations
Ekene Chijuka – Yoho Operations
Management of Ugo Chukuezi – UN Tunde Olagunju – UN Logistics SHE
Change Logistics VMT Michael Ebiye – UN Logistics Marine
James Galinsky – UN Logistics Marine
Field Operations Capt. Seb Marcel- Phil Morris – UN Logistics Marine
Ajibo – UN Logistics Edwin Deinfegha – Nigeria Projects Organization
Marine Celestine Iwomi – Nigeria Projects Organization
Kevan Jenkins – UN Drilling
Appendix – Itafe Ogbomida – Onyeka Ahanwa – UN Logistics Marine
Information UN Logistics Marine Capt. Seb Marcel-Ajibo – UN Logistics Marine
Allan Macleod – Security
Jasen Sterry – Security
Nico Van den Berg – Security
Tunde Olagunju – UN Logistics SHE
Columbus Etta – UN Logistics Fuel Ops
Appendix – Onyeka Ahanwa – Itafe Ogbomida – UN Logistics Marine
Checklists UN Logistics Marine Capt. Seb Marcel-Ajibo – UN Logistics Marine
Johnbosco Njoku– UN Logistics Marine
Tunde Olagunju – UN Logistics SHE
Rev 02: April 2019 1-6

Table of Contents
CONTENT Page
General Introductory Information ......................................................................................................... 1-6
SAFETY, SECURITY, HEALTH AND ENVIRONMENT
Safety Management Systems .............................................................................................................. 2-12
Crew Manning and Training ............................................................................................................... 2-16
Personnel Protective Equipment (PPE) ............................................................................................... 2-18
Risk Management…. .......................................................................................................................... 2-20
Health Management .......................................................................................................................... 2-25
Environmental Protection ................................................................................................................... 2-29
Incident Reporting and Investigation .................................................................................................. 2-32
Emergency Response .......................................................................................................................... 2-34
Security …………… .......................................................................................................................... 2-38
MARINE OPERATIONS
Communications…… ......................................................................................................................... 3-41
Mobilization to the Field ..................................................................................................................... 3-44
Passage Planning and Navigation ....................................................................................................... 3-48
Operations in the Safety Zone ............................................................................................................. 3-53
In Port Operations…. .......................................................................................................................... 3-55
Tank Cleaning and Enclosed Space Entry .......................................................................................... 3-58
Engine Room Operations .................................................................................................................... 3-62
Fuel Management…. .......................................................................................................................... 3-64
SUPPLY VESSEL OPERATIONS
Deck Cargo Handling.......................................................................................................................... 4-72
Bulk Cargo Handling .......................................................................................................................... 4-77
Passenger Transport and Transfer Operations .................................................................................... 4-83
SUPPORT VESSEL OPERATIONS

Anchor Handling and Rig/Barge Move Operations ............................................................................ 5-95
Tanker Assist Operations .................................................................................................................. 5-102
SPEACIALIZED VESSEL OPERATIONS
Dynamic Position (DP) General Information ................................................................................... 6-113
DP Training and Competency ........................................................................................................... 6-117
DP Risk Assessment ........................................................................................................................ 6-123
DP Operations……… ....................................................................................................................... 6-127
Rev 02: April 2019 1-7

CONTENT Page
ROV Operations……........................................................................................................................ 6-135
Dive Support Operations................................................................................................................... 6-141
Other Offshore Specialized Vessels .................................................................................................. 6-142
MANAGEMENT OF CHANGE
Management of Change .................................................................................................................... 7-145
FIELD OPERATIONS
Field Operations - General ................................................................................................................ 8-147
Rig/Barge Moves…. ........................................................................................................................ 8-154
Anchor Handling/Towing Operations ............................................................................................... 8-157
Towing Equipment…........................................................................................................................ 8-160
Anchor Handling Equipment ............................................................................................................ 8-163
APPENDIX - INFORMATION
APPENDIX - CHECKLISTS
Rev 02: April 2019 1-8

1.0 Introduction
Overview
Introduction This chapter describes the purpose of the guidance document, general
definitions, and references.
In this chapter This chapter contains the following information:
1.1 General Introductory Information ...................................................................... 1-2
Rev 02: April 2019 1-1

1.1 General Introductory Information

Purpose and The Upstream Nigeria Marine Operations Guide for Offshore Support Vessels
scope provides guidance to owners / operators of vessels hired by Upstream Nigeria or
working within the Upstream Nigeria fields, vessel Masters and crews and
offshore facility personnel, on avoiding and reducing the hazards and risks which
affect offshore vessels and their crew in their normal operations.
This guide replaces the MPN Vessel Operations and Field Operations Manuals
which are hereby rescinded effective date of this document approval.
The manual sets out what is generally regarded in the industry as best practice
and reinforces our commitment to the provision of a safe, productive and healthy
work environment.
Vessels owners/operators shall adopt different standards only where this will
maintain a higher level of safety and/or security and will not conflict with national
and international regulations.
It covers specifically vessels supporting Offshore Operations, including:
 Supply vessels
 Anchor handling and towing vessels
 Crew vessels
 Tanker assist vessels
 Diving and Remotely Operated Vehicle (ROV)
While specific or specialized project or marine operations vessels (such as, heavy
lift, installation, pipe lay, security patrol, drill rigs and well work vessels) are not
specifically covered, many of the general safety and operational guidelines may
apply. Typically, these vessels are managed through Drilling, Subsea, Nigeria
Project Organization or Contractor specific procedures and guidelines and may
require more specific expert assessments and approvals.
Reference: Chapter 6.0, "Specialized Vessel Operations"
For the purpose of the Document “Company” includes, Mobil Producing Nigeria
Unlimited, and Esso Exploration and Production Nigeria Limited Organizations or
department that marine services impact including Nigeria Projects Organization,
Joint Venture Production and Drilling.
Continued
Rev 02: April 2019 1-2

General Introductory Information, Continued
Guidelines for This document is intended to provide guidance. If any doubt exists regarding the
use document's contents, consult the Marine Quality Assurance group within the
Company.
Nothing in this document or in any recommendation issued by the Company shall
be construed as relieving the vessel's Master, any officer, or crew member of
their responsibility to exercise sound judgment as defined by law or
governmental regulation or to practice prudent seamanship and navigation.
Marine Vessel Operation:
The guidance herein shall not be construed as authority to operate Marine
Vessels in other than strict compliance with the regulatory requirements under
which the vessel is registered and its area of operation.
This document does not supersede any requirements of the appropriate
authorities for the area of operation, nor those of the Vessel Owner and
Operator.
The Company reserves the right to refer to this document as a set of
expectations for contract execution and to use the document as a means to
assess a provider's contract performance.
Master
Responsibility Masters of vessels are responsible for the safety and security of their crews and
vessel at all times. They have the authority to decide whether any operations
affecting their vessel should proceed or terminate and should question any
instructions from Facility or Jetty personnel which may create a hazard to their
crew or vessel
Stop Work Authority
In the event of conditions which could impede safe operations especially during
the rainy season with attendant swell, tidal change, high winds; extra caution
should be exercised by the Master and crew during operations. The Master is
empowered to call off any unsafe operations and inform the Platform / Facility
Person-In-Charge and VMT through appropriate means.
continued
Rev 02: April 2019 1-3

OIMS The Company is committed to conducting business in a manner that protects the
Guidelines safety and health of personnel involved in its operations. Furthermore, it is
committed to conducting business in a manner that is compatible with the
balanced environmental and economic needs of the communities in which it
operates. This commitment requires compliance with all applicable laws and
regulations, operating to high standards, and systematic identification and
management of safety, health and environmental risks.
Company’s Operation Integrity Management System (OIMS) provides a
structured approach to meeting this commitment.
OIMS POLICY
Exxon Mobil Corporation is committed to conducting business in a manner that
assures the safety and health of its employees and the public as well as to
protect our facilities and the environment in which we operate. Company, being
an ExxonMobil subsidiary, has adopted this commitment.
Company management is further committed to establishing policies, setting
expectations, providing perspectives and resources to achieve “Flawless
Operations”, thereby enabling;
 Compliance with all applicable Federal, State and local laws and regulations
 Assurance that our facilities are designed, built and operated to high
standards
 Systematic actions to identify and manage our safety, health and
environmental risks
The Operations Integrity Management System (OIMS) is a disciplined,
structured and well documented approach to meeting this commitment and to
continuously improve our overall performance.
Collectively, we all are responsible for implementing the requirements of the
OIMS framework. It has provisions for our employees, our contractors, our
customers, our joint venture partners and key stakeholders. It ensures that clear
accountability and responsibility are defined for all. OIMS creates an
environment of excellence where accountability and performance
measurement are of extreme importance.
OIMS provides an enabling framework for us to effectively manage safety,
health and environment (SHE) issues in our everyday work activities. OIMS
gives us procedures, guidelines and methodology to meet expectations. From
the most sophisticated operations to a “simple” office procedure, standards
must be assured. OIMS helps us manage the many activities of our great
company with a single focus in mind - reduction of SHE risk in MPN.
We are in a rapidly changing world where perfection and flawless execution of
operations are the targets of most great organizations and are clearly the
expectations of our many stakeholders. OIMS provides a vehicle to reach this
much coveted destination. I implore you all to be passengers on this historic
journey where the victory of breaking new frontiers in SHE shall be shared by
all.
Rev 02: April 2019 1-4

Code of safe The most recent revision of The Code of Safe Working Practices for Merchant
working Seamen issued by the United Kingdom Maritime and Coastguard Agency
practices provides detailed safe working practices onboard vessels including vessels
servicing offshore oil and gas Facilities. All United Kingdom (UK)-registered
vessels are required to carry copies of this Code and a copy must be made
available to any seamen onboard who request it.
It is required that all vessels, irrespective of Flag, carry copies and reference as
applicable
Rev 02: April 2019 1-5

Industry Industry references or guidelines include:

guidelines or
 G-OMO (Guidelines For Offshore Marine Operations) 2018
references
 Oil and Gas UK, Emergency Response and Rescue Vessel Management
Guidelines
 Oil and Gas UK, Best Practice for the Safe Packing and Handling of Cargo to
and from Offshore Locations, 5th Ed.
 International Marine Contractors Association (IMCA), International
Guidelines for The Safe Operation of Dynamically Positioned Offshore
Supply Vessels
 IMCA, M 103 Guidelines for the Design and Operation of Dynamically
Positioned Vessels
 IMCA, M 109 A Guide to DP-Related Documentation for DP Vessels
 IMCA, M 117 The Training and Experience of Key DP Personnel
 IMCA M 194 Guidance on Wire Rope Integrity Management for Vessels in
the Offshore Industry (Also available as IMCA SEL 022)
 IMCA M 202 Guidance on the Transfer of Personnel to and from Offshore
 Guidance on Simultaneous Operations (SIMOPS) IMCA M 203
 IMCA M 205 Guidance on Operational Communications (also available as
IMCA D 046)
 International Maritime Organization (IMO) Maritime Safety Committee
(MSC) Circular 623 (Rev 3) IMO Guidance to Ship Owners, Ship Operators,
Ship Masters and Crews on Preventing and Suppressing Acts of Piracy and
Armed Robbery Against Ships
 IMO MSC Circular 645 (113 IMO) Guidelines for Vessels with Dynamic
Positioning Systems
 Marine Safety Forum (MSF), Anchor Handling Manual
 Det Norske Veritas (DNV) Marine Operations (MAROPS) Rules, Rules for
Planning and Executing Marine Operations
 International Organization for Standardization (ISO) 19901-6 – Marine
Operations
 IMO, Offshore Supply Vessel (OSV) Code, 288E Code of Safe Practice for the
Carriage of Cargoes and Persons by Offshore Supply Vessels
 Australian Maritime Safety Authority (AMSA), Australian Offshore Support
Vessel Code of Safe Working Practices
 IMO, “Standard Marine Communication Phrases” (IMO SMCP) based upon
Assembly Resolution A.918(22)
Company Company references or guidelines include:

references or
 Critical Activity Checklists – See Appendix
guidelines
 Company Marine Safety Alerts
 Bight of Bonny/MPN Field pipelines routes chart
Rev 02: April 2019 1-6

2.0 Safety, Security, Health, and

Environment
Overview
Introduction This chapter describes the safety, security, health, and environment (SSH&E)
expectations for support vessel operations, including crew training, personal protective
equipment (PPE), health management, emergency response, incident notification and
investigation.
2.1 Safety Management Systems............................................................................ 2-8

2.2 Crew Manning and Training ......................................................................... 2-13
2.3 Personnel Protective Equipment (PPE) ........................................................ 2-18
2.4 Risk Management ........................................................................................... 2-19
2.5 Health Management ................................................................................... 2-2125
2.6 Environmental Protection ............................................................................ 2-269
2.7 Incident Reporting and Investigation ....................................................... 2-3032
2.8 Emergency Response .................................................................................... 2-334
2.9 Security .......................................................................................................... 2-358
Rev 02: April 2019 2-7

2.1 Safety Management Systems

Safety All vessels of 500 GT and upwards are required to have a Safety Management System
Management (SMS) in place that complies with the requirements of the International Safety
System Management Code as per the International Maritime Organization (IMO) 1974
International Convention for the Safety of Life at Sea (SOLAS) and its amendments.
This code requires the Vessel and Vessel Operator to have an approved, structured,
and documented SMS in place enabling personnel to implement effectively the
Operators safety and environmental protection policy and shall include the areas as
listed below.
Each vessel must have a Safety Management Certificate issued to the vessel by an
approved authority which signifies that the Vessel Operator and its shipboard
management operate in accordance with the approved Safety Management System.
The Company may require vessels of less than 500 GT to have an approved SMS in
place, the requirement of which will be stipulated in the vessel tender package.
The SMS must include those items as identified below
Vessels less Vessels of less than 500 GT or non-SOLAS vessels that are not required by the
than 500 GT Company to have an approved SMS must have a comprehensive SMS in place that is
or non SOLAS based on the principles and requirements of the International Safety Management
vessels Code or Flag State guidelines which shall include:
– Safety and Environmental Policies
– Risk management plans
– Qualifications and responsibilities of Company and key personnel
– SSH&E training and testing program
– Job Safety Analysis program
– Contingency, response plans, and drills
– Hazard identification, mitigation, injury prevention, and permit to work system
– Waste management plan
– Regulatory compliance documentation
– Personal protective equipment
– Oversight and audit program
– Competency or proficiency evaluation including IMO Standards for Training,
Certification, and Watch-keeping (STCW)
– Incident notification, investigation and lessons sharing
– Occupational health program
– Environmental program
– Critical equipment maintenance and testing programs
– Ship Security plan
 Internal Auditing
Rev 02: April 2019 2-8

Safety Management Systems, Continued
Safety Vessel operator shall maintain the latest version of the SMS manual(s) and procedures
Management onboard the vessel for Master and Crew members’ reference.
Manual
Shipboard personnel must be familiar with the contents of the Safety Management
Manual. It is expected that the Master is thoroughly familiar with the manual and
provides periodic review and feedback to the Company on the SMS.
Procedures Onboard procedures should include but not limited to.

1. Emergency Procedures
2. Enclosed space entry
3. Engine room procedures, including black-out and emergency shut-down
4. Navigation and Bridge procedures
5. Security
6. Maintenance
7. Pollution prevention
8. Personnel transfer
9. Medical Evacuation (Medivac)
10. Reporting incidents, and non-conformances
11. Specific procedures relating to vessel work activity, for example
12. Anchor Handling
13. DP operations
14. Towing
15. Dive support
16. Cargo handling/transfer
Quality The Vessel Operator or Owner should have in place a Quality Assurance Program
management based on the principles and requirements of International Organization for
system Standardization (ISO) 9001 quality management systems and other provisions in the
ISM Code (SOLAS chapter IX) as applicable to the area of operations and services.
The program should define measures to ensure or control quality of service including:
 Project control and deliverables
 Detection, analysis, and control of observed or noted non-conformities
 Internal and subcontractor auditing plans
 Maintenance history record for critical equipment
 Plan for technical inspections and approvals of equipment
 Document control and records filing, maintenance, and retention process
17. Management of change (MoC) process
Rev 02: April 2019 2-9

Safety The Vessel Operator must have in place and ensure that vessel crew implement safety
Programs programs onboard, including but not limited to the following:
 Hazard hunt program
 Loss Prevention Observations (LPOs) or similar programs
 Periodic emergency response drills
 Safety induction for all onboard personnel
 Job Safety Analysis (JSA) and Toolbox Talk (TBT)
 Last Minute Risk Assessments (LMRA)
 Work Authorization (Permit To Work)
 Safety Audits
 USUA (U-See-U-Act)
 Short Service Worker program (SSW)
 Fairplay (recognition and disciplinary action)
 Structured safety meetings
 Hazard, Near Miss and Incident Reporting
Records The Vessel Operator and Master must maintain accurate logs or records of activities,
inspections and tests, including deck, engine, and emergency drills, safety meetings,
personnel training and so forth.
Safety The Vessel Operator must have procedures in place for conducting regular,
meetings documented onboard safety meetings to communicate SMS expectations and lessons
learned from incidents.
The Master shall set aside time for the safety meetings and encourage the crew to
discuss matters regarding safety and health onboard the vessel, and protection of the
environment.
Vessel Operators shall:
 Ensure relevant safety information is communicated to its workforce, and
regularly monitor the effectiveness of information so passed.
 Implement measures to encourage the workforce’s participation in improving
health and safety.
 Identify training needs, implement arrangements to meet them, and evaluate the
effectiveness of the training.
 Review and discuss with vessel crew lessons shared by other operators and
company issued safety alerts and bulletins
Copies of safety meetings minutes held onboard all vessels for each month shall be
forwarded to Company Marine Operations at the end each month. See Appendix 9.16
Drill and Safety Meeting Report
Rev 02: April 2019 2-10

Drug and The Vessel Operator must have in place and operate under a Drug and Alcohol Abuse
Alcohol Policy Policy consistent with the Company Vessel contract terms and conditions. It must
cover personnel in Designated and Safety-Sensitive positions.
This policy must include the capture of numerical key performance indicators (KPIs)
representing the results of the various types of drug and alcohol tests to which
employees are subject. These KPIs must be retained by the Vessel Operator and must
be regularly stewarded at the Company/Contractor interface meetings.
Alcohol or drug abuse may affect an individual’s job performance or have a potential
impact on the safe and productive conduct of our business. Therefore Company is
concerned with the effects of alcohol and drug abuse on the health of personnel
working in its field.
Company has the responsibility to maintain discipline or invoke measures in the case
of misconduct, which may be associated with the use of alcohol or drugs.
The unlawful distribution or medically unauthorized use or possession of alcohol,
drugs and controlled or illegal substances or associated paraphernalia by vessel’s crew
is prohibited in the course of working for the Company.
To the extent necessary for the safe conduct of our business and as required by
contract provisions, the Company may perform alcohol and drug searches or
inspections of vessels.
Knife Policy Personal knife or blade is NOT permitted at UN work environment. Any deviation
from this prohibition may result in disciplinary action.
Knives and blades shall be used only for cutting, and must be appropriate for the type
of work.
Knives or blades shall not be used as a chisel, punch, pawl, scraper, or screwdriver (tip
breakage could cause an injury)
A pocket knife is not an approved tool and shall not be used for any task including but
not limited to; food preparation for personal consumption. This includes the folding
blade portion of a multi-tool device
All knives and blades shall be pre-approved by Line Management in accordance with
this policy, before use
Hazards must be addressed on the JSA as required
Fixed blade knife must be stored in appropriate receptacle when not in use
Users will wear PPE consistent with the task. Anyone using a blade or knife shall
wear cut resistant gloves on both hands.
Exception: This policy does not require the use of cut resistant gloves when preparing
food for personal consumption
Rev 02: April 2019 2-11

Handover Vessel Operator should have in place a documented handover process for vessel crew,
Process at a minimum this should apply to all officers and be relevant to the scope and depth
of the positions responsibilities. Handover items include.
 Status of equipment, including any equipment restrictions, outstanding
maintenance etc.
 Open MoC’s, Inspection actions items, audit non-compliance items
 Recent changes to the SMS, issued Vessel Operator or Company notices
Rev 02: April 2019 2-12

2.2 Crew Manning and Training

Crew All vessel officers and crew must have the qualifications, experience, and licenses
certification that satisfy vessel flag and port state requirements, IMO International Convention on
STCW, 1978 and all subsequent amendments. Licenses and certificates of competency
must be carried onboard.
The Vessel Operator must have a system in place to verify the authenticity of all
officers and crew certificates and licenses. The Company may request at any time
Certificate of Competency or certification verification evidence and supporting
documents.
The Company reserves the right to remove any vessel from service where the owner
or operator cannot produce Certificate of Competency or certificate verification
evidence and supporting documents of the crew on request.
Crew training The Vessel Operator shall have in place a system for training and qualification to
and ensure that vessel personnel are properly qualified and competent for the work they
competency are to perform. For specialized positions such as the crane driver, rigger, banksman,
diver and helideck crew, documented evidence that competency has been assessed by
an appropriate authority must be maintained..
The Vessel Operator must maintain onboard the vessel a comprehensive personnel
training plan that includes:
– The minimum licensing, training, and certification by position
– New hire training and orientation program
 Training program, including refresher training and records for all crew members,
including competency and proficiency evaluation
The Vessel Operator should develop a vessel crew matrix specific to each vessel class
that establishes the minimum experience and certification(s) required for each
position.
These programs and records should be subjected to periodic assessment or audit.
Such programs should conform to IMCA C 002 (Guidance on competence assurance
and assessment: Marine Division) as an absolute minimum.
Company As appropriate, the Company will implement a training program to ensure and
specific document that relevant marine crews receive Company required equipment specific
training training. Examples include:
 Vessel Key Officers Training (VKOT)
 1 Day Mandatory Safety Orientation
 Operation of specialized evacuation equipment
 Deployment and operation of oil spill response (OSR) equipment
 Personnel transfer equipment (such as, FROG personnel basket, and so forth)
Rev 02: April 2019 2-13

Crew Manning and Training, Continued
Other specific During the vessel bid process the Company will identify any specialized crew training
training or certification requirements that the Vessel Operator must provide above and beyond
requirements flag and port state requirements. This may include:
– Rigger training
– Crane operator training
– DP Qualifications and experience
– OSR training
– Pilotage exemption for ports of operation if applicable
– Helicopter underwater escape training (HUET) where crew may conduct crew
changes via helicopter
– Hazardous material shipping and handling / International Maritime Dangerous
Goods (IMDG) Code
– Vessel crews to receive security presentation as part of Marine Safety
Induction Package
– Vessel - Heavy Government Security Forces (Naval Ranks) to receive MPN
Voluntary Principles and Human Rights presentation
Anchor- Due to the nature of anchor-handling operations, vessel crew involved in the operation
handling must be familiar with all aspects of the operation.
training
The vessel operator shall ensure Master, officers and crew have relevant anchor
handling experience and competency.
– MCA C 002 Guidance on Competence Assurance and Assessment provides
example competency requirements, and G-OMO (Guidelines for Offshore
Marine Operations) provides example guidance below.
– Masters: Require relevant expertise and experience on the vessel class or
design being employed for the services. A Master should have a minimum of
five rig moves overseen by an experienced Anchor-Handling Master or
suitable combination of rig moves and simulator training before he or she
commands an anchor-handling assignment. Anchor-handling experience as a
Chief Officer can be considered acceptable at the discretion of the Company
– Officers: Require relevant expertise and familiarity with anchor-handling
safety guidelines and safe use and limitations of equipment. Chief Officer or
officers in charge of the watch should have previous anchor-handling
experience of at least five rig moves or a suitable combination of rig moves
and simulator training. If supervising work on deck, the officer must have
suitable experience and be competent in anchor-handling procedures and
guidelines, equipment set up and function, and associated hazards and risks.
Officers on the bridge shall be familiar with the deck work operations and the
associated hazards and risks.
– Winch Operator: Must be competent in the winch operation and safety
system functions and limitations. Vessel Operators shall demonstrate necessary
training has been given.
– Deck Crew: Must be trained in guidelines, procedures, and safe equipment
use and be familiar with anchor-handling safety before assignment to
independent anchor-handling work on deck.
Rev 02: April 2019 2-14

Minimum The Vessel Operator must provide sufficient officer and crew for continuous 24-hour
crew operations throughout the assignment, ensuring manning levels comply with flag and
requirements port state requirements and the requirements of STCW, 1978 and all subsequent
amendments.
Manning level, experience, and qualification requirements shall ensure they meet
work scope and vessel manning requirements for operations within the 500-meter
safety (exclusion zone) zone or other activities the vessel is contracted to perform,
such as anchor handling, towing, construction support activity etc.
The Vessel Operator shall maintain a vessel crew matrix detailing certification held,
number of years' experience in rank, on type of vessel and with company for officers'
positions as exampled by the Oil Companies International Marine Forum (OCIMF),
Offshore Vessel Inspection Database (OVID) and Crew Qualifications document.
The Company may establish additional minimum experience requirements for certain
critical positions.
When reviewing manning level requirements the following should be considered:
– Bridge manning requirements: the Marine Collision Avoidance Best Practice
recommends that all vessels underway within the established safety zone shall
have a minimum of two qualified persons (officer and look-out) on the bridge,
and at least one shall be a certified bridge watch-keeping Officer.
– Depending on the type of operations, two or more qualified officers might be
required on the bridge, e.g. DP operations.
– Deck manning requirements during offshore offloading or loading operations
(G-OMO recommends at least two qualified deck crew).
– Engine room manning requirements: that engine room is manned when
operating in the 500-meter safety zone, during anchor handling operations and
other critical operations.
– Specialized work activity requirements (for example, OSR, rescue and
evacuation capabilities, anchor handling activities, and so forth).
– Safe mooring of the vessel.
– Fire-fighting capability.
– Emergency response by the crew.
– Requirements of STCW, 1978 and all subsequent amendments, particularly
with respect to Chapter VIII, Section A-VIII/1 "Fitness for duty," which
addresses hours of rest.
See Section 3 – Watch-keeping
The Master must maintain a current crew list onboard detailing crew position and
certification.
Rev 02: April 2019 2-15

Reduced In exceptional cases where vessel manning must be reduced (such as, occasioned by
manning medical reasons), the Vessel Operator must ensure appropriate mitigating factors are
put in place.
In cases affecting vessel flag minimum manning requirements, the vessel operator
must notify and obtain the necessary approvals from the appropriate maritime
authority.
In cases where the manning levels, experience, or qualifications fall short from that
required by the Company, the contractor must immediately notify the Company and
ensure a Management of Change has been completed and approved with mitigating
actions identified and in place to minimize the impact on overall safety.
12 hour Where a vessel is contracted for limited service hours (for example, where a crew boat
manning basis is contracted on a 12-hour-day service basis), manning levels may be reduced, and
comply with flag or port state requirements for rest and working hours throughout the
assignment.
Security The Vessel Operator is required to obtain background checks from MPN approved
sensitive vendors on its employees or subcontractors performing security sensitive services.
positions The vessel contract terms will have identified the list of positions considered as
security sensitive. These include:
 Captain (Master)
 First or Chief Officer
 Chief Engineer
Reference: Charter hire Agreement, EPC Contract
Rev 02: April 2019 2-16

2.3 Personnel Protective Equipment (PPE)

PPE All vessel personnel must use PPE as directed by the Vessel Operator Safety
requirements Management System. It is recommended that the Vessel Operator maintain a matrix of
PPE use requirements for each specific work activity or work location (or both).
It is a requirement that all personnel use the appropriate PPE at all times when
working in the Company field or locations
PPE must include at a minimum:
– Certified hard hat or certified bump hats for personnel working in the engine
room or other machinery spaces
– High-visibility boiler suits
– Ear protection, including double attenuation protection in high noise areas
– Eye protection (side shields, goggles, and face shields where dictated by task)
– Steel or composite toe safety boots
– Safety gloves (hand protection)
– Safety harness (fall protection)
– PPE for handling chemicals
 Additional PPE may be required to mitigate hazards associated with specific tasks
NOTE:
Recommended gloves such as impact resistance and chemical gloves etc. are
accepted for tasks. Canvas or Cotton gloves (with or without “gripper dots”) are
prohibited in UN Field and not permitted for tasks, as they provide little protection
from impacts, cuts, punctures, or chemicals.
Security vessels are required to provide ballistic body armour and ballistic helmets
for its embarked Navy personnel
Personnel Protective Equipment shall be supplied by the Vessel operator.
Appendix 9.1 provides guidance and expectations on PPE requirements for various
marine work activities.
Personal All vessel crew working on open decks such as the cargo deck or foredecks must wear
floatation approved personal flotation devices (PFDs).
devices
Night time To provide maximum visibility to offshore facility crane operators and crew, vessel
operations crew working cargo or personnel transfers offshore during darkness or restricted
during cargo visibility must wear high-visibility boiler suits (coveralls) or jackets.
handling
It is also recommended that the deck crew wear personalized lights on the helmets or
jackets to enhance visibility.
Wet weather Vessels Operators shall provide waterproof clothing to crew working in exposed
clothing areas.
Reference: International Maritime Organization (IMO) Maritime Safety
Committee (MSC) Circ.1046 Guidelines for the Assessment of Thermal
Protection
Rev 02: April 2019 2-17

Personnel Protective Equipment (PPE), Continued
Passenger PPE The Company will determine and agree with the Vessel Operator on the applicable
requirements passenger PPE requirements when transiting on a marine vessel to an offshore
location. At a minimum, passengers should wear appropriate clothing including long
trousers (shorts and sleeveless shirts should not be worn) and closed toe shoes.
During passenger transfer operations, passengers must wear PFDs.
Reference: Personnel Transfer – Section 4.3
Passengers should not be allowed on deck until it is time for them to transfer.
In general, all passengers are designated as non-essential, and are given muster points
but no actual emergency duties.
Rev 02: April 2019 2-18

2.4 Risk Management

Risk The Vessel Operator should have in place a comprehensive risk management process
assessments for assessing the general risk levels of the varying vessel operations and activities and
identifying mitigation measures.
The Risk Management Section of the Maritime Coastguard Agency (MCA) Code of
Safe Working Practices for Merchant Seafarers and the OCIMF Offshore Vessel
Inspection Questionnaire requirement for a PTW system provides example
requirements.
Reference: Chapter 7.0, "Management of Change"
JSA A Job Safety Analysis (JSA) process must be in place and utilized by the vessel's
Master and Crew. A generic set of JSAs for routine operations should be maintained
onboard. New JSAs must be developed prior to the start of non-routine operations.
Only real-time JSAs are accepted for all vessel activities
Records should be maintained onboard for Company review.
LMRA and Last minute risk assessments (LMRA) a.k.a. stop, think and act, Toolbox safety
toolbox meetings, and pre-work commencement inspection must be done by personnel
meetings onboard.
It is the Master’s responsibility to ensure that the appropriate personnel attend
Toolbox meeting.
Permit to Vessels must be operated under a documented Permit to Work (PTW) system, which
Work must include:
 Hot work
 Working over the side or at heights
 Enclosed or confined space entry
 Energy isolation or Lock out / tag out
 Breaking containment
 Lifting and hoisting
 Critical equipment or systems
– Cold work
– Diving (as applicable)
Subcontractor Where work is being carried out on a vessel by a subcontractor that is either employed
Permit to by the Vessel or Company, there must be a clear understanding and bridging
Work system documentation stating which PTW system is to be used.
Where the subcontractor's PTW system is to be used for work specific to the
subcontractors work activity (for example diving and so forth), there must be an
agreed bridging document in place that identifies respective roles and responsibilities.
Tank cleaning activities conducted by a subcontractor shall be conducted under the
vessel’s PTW system. Reference Tank Cleaning Section 3.6
Rev 02: April 2019 2-19

Risk Management, Continued
Permit When performing routine operations within the 500-meter safety (exclusion) zone, the
requirements vessel continues to work under its own permit to work system; however, work activity
within the must be limited to activity directly associated with the specific task for which the 500
500-meter zone meter zone entry was granted (such as cargo transfer, close stand-by, anchor handling
and so forth).
Work not associated with the direct task, such as vessel maintenance activities must
not be conducted while the vessel is within the 500-meter zone.
Hot work is not allowed within the 500m zone without permission being granted by
the platform or installation PIC. If hot work is required on the vessel while in the
500m zone of the installation, such hot work shall be controlled under the vessel
permit-to-work system.
Specialized work (including diving, remotely operated vehicle [ROV] operations,
maintenance support, and so forth) within the 500-meter zone or other
company -stewarded site is managed through a "Bridging Document" arrangement
where specific work permit approval responsibilities are addressed.
Marine Work Appendix 9.1 contains Company Marine work activities safety matrix which provides
Activities guidance and expectations on the minimum levels of safe work practices for various
Safety Matrix marine activities.
Permit Prior to any permitted work taking place onboard a vessel in port under the vessel or
requirements Shorebase Safety management system, permission shall be obtained from the base
at shorebase operator. The base operator shall ensure that a permit to work is issued and closed out
when necessary. The master shall advise the base operator when the work is complete
and permit closed.
Rev 02: April 2019 2-20

2.5 Health Management

Occupational The Vessel Operator must have a health management system that addresses the
Health protection of the health of its employees, subcontractors, passengers, and Company
management personnel onboard the vessel.
The Health management system addresses health risks by:
– Identifying health hazards, and assessing and controlling risks.
– Providing the appropriate PPE to protect the crew from substances that may
pose a potential health hazard and noise risks in the workplace.
– Assessing fitness to work to ensure personnel are medically fit to perform all
duties specified for their job function without undue risk to themselves and
others.
– Performing health assessments of exposed workers and where appropriate
setting exposure limits for any physical agents and chemical substances at the
work site.
– Providing clinical management of occupational illnesses and injuries, and
ensuring appropriate preparations for assigned locations including
vaccinations, supply of malaria chemoprophylaxis, personal medical supplies
and prescriptions and education about local and public health risks.
– Providing access to quality clinical services as appropriate.
– Effectively communicating health risks and prevention strategies to all
workers.
 Retaining health records, including work history, exposure monitoring, and
medical information, in suitably accessible forms while respecting security and
medical confidentiality considerations.
The system should address the health risks associated with:
 Hot and cold climates
 Working hours and schedules
 Meet Company ADU Screening requirements or equivalent
 Hydrogen Sulphide H2S
 Hazardous substances
 Infectious and vector-borne diseases - Compliance with MCP/MCCP, MCF
requirements, TB Screen, IDOM, Infection Prevention and Control (IPC) and
required vaccinations
 Including required Food handlers Screening, Certifications and Vaccinations
 Compliance with Audiometery - where indicated
Fitness for All crew members must have valid Medical Certificate of Fitness (MCF) onboard
Duty issued by an approved Medical Provider. Required certifications as listed in MOH
Contractor expectations:
MOH Contractor expectations:
Rev 02: April 2019 2-21

The Vessel Operator should have the following programs for their personnel
1. Malaria Control Program (MCP): : For semi-immune (awareness training, Bite Prevention
Supplies) and non-immune personnel( Malaria Visa, Awareness training, Chemoprophylaxis and
Bite prevention supplies)
2. Annual Tuberculosis (TB) Screen: All offshore personnel
3. Medical Certificate of Fitness (MCF) valid for 1-3 years
4. Medical Audiometry Surveillance-Annual Audiometry Certificate (for those in designated
worker groups)
5. Face Fit –Testing (RPP)
6. IDOM/Infection Prevention and Control (IPC)- Evidence of Awareness training, IDOM supplies
and PPEs
7. Alcohol & Drugs policy (ADU)
8. Valid Basic Life Support (BLS-Pro) Certificate: For First Aid Providers (FAP) Valid
BLS/ACLS for onboard medics
Smoking Smoking and non-smoking areas should be clearly identified.

Note: Smoking is prohibited outside vessel quarters or machinery spaces when the vessel
is in the 500-meter safety zone.
Health Management, Continued
Medical Where appropriate, the Vessel Contractor should have in place for vessel crew,
Evacuation medical evacuation coverage (urgent and non-urgent) from internationally recognized
medical assistance providers.
n certain circumstances (when no other option is available), the Company may elect to
support and stablize the IP at Company medical facilities offshore or Onshore and
then hand over IP to Contractor representative and medical provider.
Noise levels The Vessel Operator should maintain records of vessel noise surveys. Appropriate
signage must be posted on vessels to alert crews of high noise areas and those areas
requiring double hearing protection.
Food safety Crew personnel tasked with handling and preparation of food should be provided with
and hygiene training by the Vessel Operator in personal hygiene and food service sanitation. Food
handlers Medical Certificate of Fitness, including required vaccinations (Typhoid,
Hepatitis A) for food handlers. Valid Certificates - Must be available onboard.
Documented training should include:
 Personal safety and use of protective clothing and other PPE
 Personal hygiene
Rev 02: April 2019 2-22

 Food hygiene and nutrition

 Prevention of bacterial food poisoning
 Preparation and service of food
 Food storage
 Cleaning and waste handling
 Temperature checks and monitoring
HACCP Vessels hired for the primary purpose of accommodating Charterer personnel or
contractors or vessels which frequently accommodate Charterer personnel, shall have
in place a documented Hazard Analysis and Critical Control Point (HACCP) system
for food, fresh water, and hygiene control. The HACCP system shall identify critical
control points and the specific actions to be taken at these points.
Medical Company would require a trained certified medic or minimum of a Trained First Aid
Service Provider (with valid Certifications).
Requirements
All vessels must be equipped with First Aid Box (minimum contents):
for Specialized
vessels SN/ITEM/QUANTITY /per Box
1 First aid box 1
2 Pocket Face mask 2
3 Iodine solution 1
4 NCP Liquid 1
5 Crepe bandage 4" 6 pcs
6 Triangular bandage 6 pcs
7 Elastoplast x100's 1 x 100 pcs
8 Disposable hand gloves 1 x 100 (Latex free Nitrile)
9 Scissors 2
10 Gauze 4" ( Gauze /Cotton wool balls dressing) 3 packs each
11 Forceps 2
12 Galipot (medium) 1
13 Paracetamol tabs × 96's 1 x 96
14 Imodium caps × 6's 5 x 6
15 Oralyte or Oralab (ORS) 6 (2 x 3 satchets)
16 Cold compress 2
17 Antihistamine cream (Mepisan) 2 tubes
18 Anti-emetic tab (Avomac) 1 x 100
Medical facilities and services are part of the basic requirements to be provided
onboard the certain specialized vessels, including but not limited to (Appendix 9.20):
 Pipe Lay Barge (PLB)
 Main Installation Vessel (MIV)
 Field Installation Vessel (FIV)
 Jack-up Vessel (JUV)
Rev 02: April 2019 2-23

 Diving Support Vessel (DSV)

Reference: Contract Terms
For further details contact Company Medicine and Occupational Health Department
Rev 02: April 2019 2-24

Health Management, Continued
Fresh water The Vessel Operator must have in place processes and procedures, which may be part
of the vessel's planned maintenance system, which ensures a safe fresh water supply.
Where applicable this also applies to vessels engaged in the supply of potable water to
offshore Facilities. Potable water tanks must be solely dedicated to carriage of fresh
water.
Processes and procedures should include:
 Fresh water loading and supply arrangements
 Onboard water treatment
 Fresh water storage
 Fresh water testing requirements
 Fresh water from water-making plant, where applicable
 Appropriate methods for cleaning potable water tanks in the event of an
inadvertent contamination
 Water should be sanitized by chlorination and daily chlorine checks carried out
and documented
Tank washing should be done every two (2) years.
Non-portable and fresh water supplies must be clearly identified.
The Vessel Operator must at all times follow port or flag state requirements.
Reference: Marine Safety Forum, Delivering Quality Potable Water to Offshore
Installations
World Health Organization, Guidelines for Drinking-water Quality 1st Addendum
to 3rd Ed.
MLC 2006
Health Regular frequency health inspections of the vessel should be conducted by the Vessel
inspections Operator including, where applicable:
 Vector control program
 Drinking water sanitation
 Food sanitation
 Chemical handling procedures
 Waste management
 Medical services
 Industrial hygiene practices
 Heating, Ventilating, Air-Conditioning (HVAC) systems
The Company may elect to conduct periodic health inspections of vessels, in particular
where vessels are used for accommodating Company personnel or Contractors.
Findings from health inspections will be provided to the Vessel Operator who should
develop corrective action plans and track action items to closure in a timely manner.
Company local SSH&E or Medicine and Occupational Health (MOH) contacts should
be consulted on any health inspection requirements.
Rev 02: April 2019 2-25

2.6 Environmental Protection

Oil spill Every vessel must have procedures and instructions in place for oil spill response
response preparedness.
Vessels over 400GT are required to carry an approved Shipboard Oil Pollution
Emergency Plan (SOPEP). Vessels over 150 GT certified to carry noxious liquid
substances in bulk are required to carry an approved Shipboard Marine Pollution
Emergency Plan (SMPEP).
Vessel crews must be trained in the use of particular equipment carried onboard and
Oil clean up and drills involving chemical clean up should be regularly conducted.
Oil spill equipment must be maintained in serviceable condition.
Waste Vessels must have in place a garbage (waste) management plan and Garbage Record
management Book which details the types and amounts of waste generated, transported or disposed
of or incinerated with date, time, and position of vessel. Where garbage is transported
to a shore facility for disposal, receipts (waste manifests and acceptance/disposal
certificates) for waste must be provided and retained in the garbage record book.
The Vessel Operator must provide clear instructions and facilities for segregation of
garbage with particular consideration to hazardous waste ("special waste") such as
batteries, sensors, florescent tubes, oily waste, etc. and any generated or transported
biohazards, to ensure compatible materials are stowed together.
Ensure proper waste segregation and management. Sharp Packs must be available for
medical sharps, and biohazard bins/bags for proper packaging of medical waste
Per MARPOL Regulation 73/78 Annex V - Regulations for the Prevention of Pollution
by Garbage from Ships – summarized below is the guidance information for
management of waste in the marine environment.
***All Vessels ***Offshore Platforms
**Outside
Garbage Type In Special Areas & Associated Vessels
Special Areas
Plastic –including synthetic
Disposal
ropes, synthetic fishing nets Disposal prohibited Disposal prohibited
prohibited
and plastic bags
Floating dunnage, lining > 25 miles off

Disposal prohibited Disposal prohibited
and packing materials shore
Paper, rags, glass, metal
bottles, crockery and > 12 miles Disposal prohibited Disposal prohibited
similar refuse
Paper, rags, glass, metal
bottles, crockery and
> 3 miles Disposal prohibited Disposal prohibited
similar refuse etc.
comminuted or ground*
Food waste, cooked, not
> 12 miles > 12 miles Disposal prohibited
comminuted or ground
Food waste comminuted or
> 12 miles > 12 miles > 12 miles
ground*
Fresh fish remains > 3 miles > 12 miles > 12 miles
Ash (inert) comminuted
> 12 miles Disposal prohibited Disposal prohibited
(slurry)
Ash (inert) > 12 miles Disposal prohibited Disposal prohibited
Mixed refuse types **** **** ****
Rev 02: April 2019 2-26

— * Comminuted or ground garbage must be able to pass through a screen with mesh size no larger
than 25mm
— ** Garbage disposal regulations for special areas shall take effect in accordance with regulations
5(4)(b) of Annex V.
— *** Offshore platforms and associated ships include all fixed or floating platforms engaged in
exploration or exploitation of seabed mineral resources, and all ships alongside or within 500m of
such platforms.
— **** When garbage is mixed with other harmful substances having different disposal or disposal
requirements, the more stringent disposal requirement shall apply.
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish
and parts thereof, generated during the normal operation of the ship and liable to be
disposed of continuously or periodically except those substances which are defined or
listed in other Annexes to the present Convention.
Special area means a sea area where for recognized technical reasons in relation to its
oceanographical and ecological condition and to the particular character of its traffic
the adoption of special mandatory methods for the prevention of sea pollution by
garbage is required. Special areas shall include those listed in regulation 5 of this
Annex.
Oil record As per International Convention for the prevention of Pollution from Ships
book (MARPOL) requirements, all vessels greater than 400GT are required to complete
Part 1 of the Oil Record Book to record machinery space operations. Vessels less than
400 GT should maintain an equivalent Oil Record Book to record machinery space oil
and fuel related operations.
The Oil Record Book is used to record fuel and bulk lube loading and transfer
operations and disposal of oily water or other oily residue either via the approved oily
water separator or to shore reception facilities.
Where oily water or oily residue is disposed of at a reception facility, the facility must
provide a receipt which is attached to the Oil Record Book.
All oily discharges offshore must be recorded and reported immediately through the
VMT Marine.
Discharge, in relation to harmful substances or effluents containing such substances,
means any release howsoever caused from a ship and includes any escape, disposal,
spilling, leaking, pumping, emitting or emptying.
Oil water All vessels must have in operation a slop tank arrangement and an oil discharge
separator monitoring and control system equipped to treat oil in water content to 15ppm. Also,
as far as practicable and reasonable they should be equipped with installations to
ensure the storage of oil residues on board and their discharge to reception facilities or
into the sea. Vessels must maintain these equipment in good order.
Clear warning notices must be posted which warn against the overboard valve from
the oily water separator being opened without the Chief Engineer's or Master's
approval. This valve must be locked.
MARPOL The Vessel Master and crew must strictly comply with the MARPOL oily water
requirements discharge restrictions applicable to the area of operations in which the vessel is
currently working.
Rev 02: April 2019 2-27

Prevention of Air Pollution

All vessels must be fitted with operational, certified air emissions control facilities and
ensure emissions are monitored to prevent, reduce and control air pollution and its
attendant adverse impacts on land and sea areas. Air emissions controls must strictly
be in compliance with MARPOL and applicable local regulations
Rev 02: April 2019 2-28

Environmental Protection, Continued
Sighting of Spills sighted offshore are to be immediately reported to VMT Marine on VHF
Spills Channel 81 & 84 giving the following information:
 Latitude and Longitude of the spill
 Date and Time of Sighting
 Spill size estimate length and breath
 Sheen colours observed
 Sea and Swell height and direction
 Wind speed and direction
 Other general activities ongoing within the area (nearest facility, presence of other
vessels, picture and videos, etc.)
VMT Marine must immediately communicate SHE - E&R for regulators notification
upon receipt of report from the vessels. Notification must reach regulators within 24
hours of the date of occurrence or observation.
Sewage All vessels must be fitted with operational sewage treatment plants or holding tanks.
Treatment Discharge of sewage into the sea must strictly be in compliance with MARPOL and
applicable local regulations.
Specifically, subject to the provisions of regulation 9 of Annex IV - Regulations for the
Prevention of Pollution by Sewage, the discharge of sewage into the sea is prohibited,
except when:
 the ship is discharging comminuted and disinfected sewage using a system
approved by regulators at a distance of more than 4 nautical miles from the nearest
land, or sewage which is not comminuted or disinfected at a distance of more than
12 nautical miles from the nearest land, provided that in any case, the sewage that
has been stored in holding tanks shall not be discharged instantaneously but at a
moderate rate (as approved by regulators) when the ship is en route and proceeding
at not less than 4 knots;
 the ship has in operation an approved sewage treatment plant which has been
certified by regulators to meet the operational requirements, and
— the test results of the plant are laid down in the ship’s International
Sewage Pollution Prevention Certificate (1973);
— additionally, the effluent shall not produce visible floating solids in, nor
cause discoloration of, the surrounding water; or
 the ship is situated in the waters under the jurisdiction of a State and is discharging
sewage in accordance with such less stringent requirements as may be imposed by
such State.
When the sewage is mixed with wastes or waste water having different discharge
requirements, the more stringent requirements shall apply.
Rev 02: April 2019 2-29

2.7 Incident Notification, Investigation and Reporting

Incident The Vessel Operator is required to follow the incident reporting requirements as stated
reporting within the vessel contract terms and this document.
An incident reporting matrix, detailing Vessel Operator and Company contact
information should be maintained as part of the Contractor coordination procedure or
interface management plan.
Initial incident The Master of a vessel shall report all hazards, near miss and incidents which occur on
notification the vessel promptly to the Company Marine Operations via Vessel Monitoring Team
format (VMT) Marine
Initial notification must be provided immediately (within initiating minutes of event)
to VMT Marine and subsequently confirmed in writing within 1 hour either by email
or use of appropriate Company or Vessel Operator form, see sample in appendix 9.2
Notification is by exchange of information by voice either via phone or radio
communication. Notification to company must proceed immediately for all vessels in
company location and does not conflict with vessel operator reporting expectations.
The initial notification report requirements, include:
– Date and time of event
– Location
– Type of incident (injury, equipment failure or damage, fire or explosion, first
aid, security related, serious near miss, others)
– Number of personnel involved or injured
– Brief description of the incident
– Response measures taken
– Impact (include effect on activities and operations, expected recovery, and
potential lost time for injured personnel)
– Assistance required, if any
– External authorities notified
– Media involvement
– Lead Vessel Operator Contact details
It is not the purpose of reporting accidents or incidents to attribute blame. The purpose
of reporting and where necessary, investigating an accident, incident, unsafe act or
near miss occurrence is to establish the immediate and basic causes of the occurrence,
and to identify and implement the actions to be taken to prevent a similar recurrence.
Incident The Vessel Operator is responsible for complying with all local and flag state
reports to regulatory requirements in the reporting of an accident involving the vessel.
authorities
Follow up The Vessel Master/ Operator shall provide a written update report within 24 hours of
reports the incident.
Rev 02: April 2019 2-30

Incident Notification, Investigation and Reporting, Continued
Incident After the incident site has been secured and if possible within 24 hours following the
investigation incident, an investigation should be initiated by the Vessel Operator.
The Vessel Operator should assemble a team of personnel with the appropriate
knowledge and background. The investigation team, the composition of which
depends on the level and severity of the incident, should gather physical evidence and
information from observations, interviews, and other relevant documentation, for
example, logs, records, and procedures.
The information gathered should be analyzed and evaluated using a structured process
(for example, Tap Root® or equivalence) to establish associated factors, determine the
sequence of events, identify root causes, and develop recommended corrective actions.
A report must be completed by the Vessel Operator to communicate the incident
investigation findings, meet regulatory and government reporting requirements, and
document recommendations to prevent reoccurrence.
Initial report to be provided within 72 hours, while full report is to be forwarded to
company within 2 weeks as appropriate.
The final report should include the following information:
 Date and time of incident
 Date of the investigation
 List of investigation team members
 Description of the incident
 Facts determined during the investigation
 Root Causes of the incident
 Recommended corrective actions
 Preventative actions
 Lessons Learned (shared with operator’s fleet as appropriate)
The Company may request to be represented on the investigation team.
Vessel Operator shall provide the Company with copies of all reports and
investigations. The Vessel Operator shall retain copies of the reports.
Company The Company Marine Operations Manager, Company Project Manager or their
follow up appointed representative shall ensure all incidents are reported using the appropriate
action Company reporting tool. The Company shall determine the extent of any required
follow-up action, including Company investigation. Company shall also be
responsible for all communications with the Department of Petroleum Resources
(DPR) concerning accidents.
Rev 02: April 2019 2-31

Incident Notification, Investigation and Reporting, Continued
Classification Though the Vessel operator may use a different method of classification for its own
of incidents internal reporting. Company internal reporting and classification of incidents is based
on the Recording and Reporting Occupational Injuries and Illnesses regulations of the
U.S.A. Occupational Safety and Health Administration (OSHA) as codified at 29
Code of Federal Regulations (CFR) Part 1904 and updated and clarified by the
Agency. The Corporate Illness, Injury, and Hazard Loss (IIHL) Guideline Part 1 is the
ExxonMobil internal reference document.
Vessel Operator should be familiar with these classification requirements when
reporting incidents to the Company.
Near Miss Many events occur which, due to timely action do not cause injury or damage but
Events which are, nonetheless, potentially hazardous. An event should therefore be reported if
it can be determined that it had the potential to lead to an accident. All such near miss
events must be reported.
In addition Vessel Operator may be required to conduct investigation on Significant
Near Miss based on Potential Consequence(s).
See Appendix 9.17 Near Miss and Hazard Report
For the guidance of Masters, ExxonMobil Corporation defines a near miss as “an
unintended or unwanted event or circumstances which under slightly different
conditions could have resulted in a reportable incident”.
Key The Vessel Operator shall establish key performance indicators (KPIs) to demonstrate
Performance the effectiveness of their Support Vessel Operations.
Indicators
This should include:
 Lost time incident rates (LTIRs)
 Total recordable incident rates (TRIRs)
 Number of hazards and near misses
 Number of observations/LPO
 Number of Vessel spills to water
 Number of collisions or allisions
 Number of major or critical equipment failures
 Number of unplanned downtime hours
 Total Work Hours.
 USUA or equivalent.
 Number of inspection or safety walk through
 Number of "open" observations from inspections
These KPI’s will be made available to the Company as detailed in the co-ordination
procedures
Rev 02: April 2019 2-32

2.8 Emergency Response

Emergency Every vessel must have contingency plans, procedures, and instructions in place for
response emergency preparedness. Muster Station bills must be posted.
preparedness
Vessel crew must be trained and competent to put into practice the emergency
preparedness procedures.
Regular emergency response drills should be performed and recorded. The following
types of drills should be conducted.
 Fire
 Man overboard
 Abandon ship
 Search and rescue
 Confined space rescue
 Security
 Oil spill
 Loss of engine or steering power
Each member of the crew of a vessel shall participate in at least one abandon ship drill
and one fire drill every month.
In addition, vessel crews should be regularly trained in the use of life-saving
equipment. A training manual shall be provided in each crew mess-room. This manual
shall contain instructions and information on the lifesaving appliances provided in the
vessel and survival at sea methods.
Joint Drills Vessels are required to be available and actively take part in joint exercise emergency
drills between offshore facilities, barge, rigs and or other vessels.
These drills include:
 Man overboard from a platform or other facility/vessel
 Fire
 Oil spill
 Abandon ship/platform
 Security
 Medical – annual requirement
Contact details for VMT-Marine and Security in the EPR plan should be available on
vessel
 Current MOH Medical Emergency Response Plan (MERP) with numbers should
be available on the vessel.
 List of current Contractor Preferred Medical Providers (PMP)/Retainership
hospitals should be at site.
 USEFUL LINKS:
 https://ishareteam8.na.xom.com/sites/NIGHealth/SitePages/ERPs.aspx - MERP
 ttps://ishareteam8.na.xom.com/sites/NIGHealth/_layouts/15/start.aspx#/SitePages/
Home.aspx- MOH Healthwatch Intranet site
Note MOH emergency nos:
a) Lagos:
b) JVO: 33555/43555/08188669911
Rev 02: April 2019 2-33

Ensure current MOH Medical Emergency Response Plan (MERP) is available on the
vessel.
Personnel
Where impossible to provide needed medical treatment on board vessel ill/injured
Transfer in
person (IP) may require transfer to a nearby facility in medical evacuation protocol
Medical
Emergency
Initial consideration will be to transfer personnel to platform or vessel with qualified
medic. Such facilities shall be equipped with accepted transfer facilities. See
Passenger Transport and Transfer Operations.
Where such transfer is impractical or remote for needed support, an evaluation will
be conducted by vessel master on safe means of transfer to support facility.
Use of the non-certified cranes in emergency situations must follow the ability to lower the
basket in the event the crane gets stuck midair and also a clear deck and stability of the
receiving vessel.
In extreme situations where IP is immobilized, consideration can be given to transfer of

onboard medic from platform to vessel (zodiac to PSV) .
Transfer will be dependent on weather restrictions and onsite decision matrix and approvals.
Rev 02: April 2019 2-34

2.9 Security
Introduction Company Operating Fields, based on threat assessments are located in areas
considered to be HIGH RISK. Thus, all offshore vessels working in the Company
field are expected to be ISPS compliant and ensure offshore counter-measures are in
place in line with MARSEC Level 1 (any change in level to be notified to vessels). A
vessel that does not require ISPS compliance (<500GT) will need to have a
comprehensive ship security plan in line with the ISPS code.
Where there is a heightened risk the vessel Master will be notified of the current
Temporary Threat Escalation (TTE) level.
Measures to prevent and suppress piracy and armed robbery against vessels carrying
out operations on behalf of the Company, must form part of the emergency response
procedures in the Safety Management System and as stipulated in the Ship Security
Plan.
All ships operating for MPN are expected to carry out continuous security
assessments in order to ensure appropriate security measures and mitigations are in
place, including safeguards to prevent attacks against their vessels.
Emergency response procedures plans should be implemented and rigorously drilled
on a quarterly basis in line with TTE requirements to ensure to effective and timely
emergency response by all parties involved.
See Appendix 9.5: Safe Haven/Lock down Advisory
Security Ship owners, company personnel, ship operators, masters and crews are expected to
Arrangements take measures to protect themselves and their assets (ships) from pirates and armed
robbers. Prior to entry to the field, Vessel owners must ensure compliance to
relevant mitigations as outlined in ISPS Code (MARSEC Level 1) as applicable.
This process will include a thorough check of ships’ compartments and securing
them before leaving ports.
The Ship Security Plan (SSP) and Emergency Response Procedures will be prepared
and approved before departing for an MPN field detailing predetermined responses
to address changes in threat levels. These security arrangements shall apply to all
personnel, assets, facilities and vessels in the MPN field.
Security Prior to pre–mobilization to the Company offshore field, a Ships Security Inspection
Arrangements and Assessment will be carried out by the Company using the Offshore Security
Vessel Inspection & Assessment Checklist for all vessel engaged in security duties.
Where gaps are identified, the vessel operator will be informed and a request made to
action discrepancies with timeline.
This Security inspection and assessment may be extended to other vessels at Company
discretion.
see Appendix 9.3; Ship Security Assessment/Inspection checklist
Rev 02: April 2019 2-35

Security, Continued
Threat All threat assessments will take into account the basic parameters of the operation
Assessment including:
 Potential operational risks that may be faced, including information on piracy or
armed robbery in the specific area;
 The ship’s actual size, freeboard, maximum speed, and the type of cargo;
 The number of crew members available, their proficiency and training;
 The ability to establish secure areas on board ship (safe haven/citadel);
 The equipment on board, including any surveillance and detection equipment that
has been provided.
Note: Once in the field it is essential that continuous vigilance and threat/risk
assessments take place especially at High Risk / vulnerable periods i.e. during the
hours of darkness, carrying out bunkering / off-take operations and crew changes.
Security Advice The following is a guide for vessels prior to and when entering the Company Field and
for the duration of stay in the field.
Duty Personnel on Watch
In Port
 Ensure identification is made of all persons that enter and leave the vessel.
 Ensure the area around the vessel is monitored day and night.
 Ensure watch is maintained on anchor chains and any other means of boarding the
vessel from sea level.
At Sea- Underway
 Ensure a radar watch and sea watch is maintained at all times.
At Anchor or Drifting
 Ensure a watch over the cargo and materials on deck, especially during the hours
of darkness.
 Ensure the area around the vessel is monitored day and night.
 Ensure watch is maintained on anchor chains and any other means of boarding the
vessel from sea level (Fenders).
Note: All crew members even when not on watch should co-operate, be vigilant
and communicate any suspicious activity to the Officer of the Watch (OOW).
Illuminate the ship and its side

 Keep the ship illuminated, particularly, the over side and the whole length of the
deck, using available lights.
continued
Rev 02: April 2019 2-36

Security, Continued
Security Control of accesses to the Bridge and to Living Quarters

Advice,
The bridge and the living quarters must be capable of Lockdown.
continued
The areas defined as Safe Havens or as a Citadel must also be fully capable of
Lockdown. See Appendix 9.5: Safe Haven/Lock down advisory
The cabins and other living quarters should be kept locked whenever their occupants
are absent.
Secure non-essential transit routes throughout the vessel during hours of darkness.
Ensure all containers are secured especially if they contain tools i.e. crowbars,
hammers etc. or equipment that may assist the robbers access to the bridge or locked
down areas.
Keep the portholes closed
 Close portholes and ensure the clips in place always when you leave.
Do not leave valuables exposed

 Attempt to reduce the opportunities of robbery by putting away all portable
equipment which is not in use to its place of storage (Good Housekeeping).
Keep the gangways raised

 At anchorages and in port, make the access difficult by keeping the gangways and
rope ladders raised.
 During heightened risk or if a Security Alert is given, ensure watch is maintained
on anchor chains and any other means of boarding from sea level (Fenders).
 During the hours of darkness, ensure if operationally possible that the
vessel/barge is not gangway connected to any facility.
In the Event of an assault during operation

 Do not hesitate to sound the ship’s general alarm in case of a threat of assault.
 Try to keep adequate lighting to permanently dazzle the opponents, in case of an
attempt to climb the ship’s side.
 Raise the alarm, by VHF - channel 81 & 84 immediately to VMT Security or
Marine and secondly other ships in the area.
 Ensure Early Warning / Alert as the speed of response by the Security Vessel
largely depends on an early alarm.
 Sound the alarm with intermittent blasts on the siren and use visual alarms with
floodlights.
continued
Rev 02: April 2019 2-37

Security, Continued
Security Advice, – f appropriate, to protect the lives of those onboard, use measures to repel the
continued boarding by employing powerful floodlights for dazzling the aggressors.
– Do not attempt any heroic acts
Nothing in this guidance is to be construed as overriding the normal
responsibilities, authorities and accountabilities of the Ship's Master.
Communication The efficiency of assistance by the Company / Contractor Field Security Vessels
to the VMT depends on an early alarm to establish communications for outside support:
 It is imperative to call VMT Security or Marine on VHF 81 & 84 on entering and
exiting the field and at check times when in the field.
 Request for assistance and report any suspicious activities or craft through this
means.
 Ensure a permanent watch on VHF - channel 81 & 84 and 16 and other marine
designated channels is maintained.
 If detection is made early of suspicious vessel or craft call VMT Security or
Marine immediately.
 Occurrences involving assault or robbery should be communicated to VMT
Security or Marine.
 If there is any unusual or suspicious event, call VMT Security or Marine to report
and inquire for assistance.
 If any incident occurs with an impact on the vessel or field, call VMT Security or
Marine and report it verbally, then follow up within 24 hours with a written
report. See Appendix 9.4: Security report information form
 If you are suspicious of or do not recognize a vessel in the field call VMT Marine.
 If you hear other vessels in distress – Call VMT Marine.
 The bridge and radios must be monitored at all times.
 ne VHF Radio is to be on standby 24 hours on CH 81 & 84
 No entry or exiting field boundaries without contacting VMT Marine.
Security Drill The VMT will on a daily basis compile Security Drill report listing vessel POB
Report numbers.
Security From time to time the Company may issue Security alerts and Guideline notices
Alerts/Guideline
Appendix 9.19 provides example guidance notice
notices
Rev 02: April 2019 2-38

 3.0 Marine Operations

Overview
Introduction This chapter describes the Marine Operational expectations for Support Vessel
Operations, including Marine collision avoidance, operations in the 500 meter safety
zone, in port operations, tank cleaning, enclosed space entry, voyage planning, engine
room operations, and fuel management.
3.1 Communications ......................................................................................... 2-4041

3.2 Mobilization to the Field .............................................................................. 2-424
3.3 Passage Planning and Navigation ................................................................ 2-458
3.4 Operations in the 500 Metre Safety Zone ................................................. 2-4953
3.5 In Port Operations ........................................................................................ 2-545
3.6 Tank Cleaning and Enclosed Space Entry ................................................. 2-568
3.6 Engine Room Operations ........................................................................... 2-5962
3.7 Fuel Management ......................................................................................... 2-634
Rev 02: April 2019 2-39

 3.1 Communications
Communicatio Vessels must be fitted with suitable means of voice communication with both the
ns Logistics Shore Base, VMT Marine, and Offshore facilities. This is via type approved
very high frequency (VHF) and Single Side Band (SSB) where applicable.
Appendix 9.6: Company Contact details, including Emergency Contact details.
Company may provide certain vessels with UHF Tetra radios for direct
communication with Company facilities.
All vessels must be equipped with internet facility with attachment sending and
receiving capability.
All vessels must be fitted with duplicate Automatic Identification System (AIS) and
they both must be switched on at all times under company engagement.
Electronic Vessels should have the capability to receive and send electronic data, such as email,
communicatio allowing ease of transmittal of vessel daily logs (Captains Log), voyage instructions,
ns manifests, and so forth.
Portable UHF Only intrinsically safe portable or handheld VHF or UHF radio units are to be used in
or VHF units UN Field.
Mobile phones Personal mobile phones shall not be used within the 500-meter zone by personnel on
the open deck or engaged in vessel maneuvering or station-keeping duties on the
bridge; the only exception may be in the case of an emergency as a back-up form of
communication. The use of audio entertainment equipment shall never impact the
ability of the Watch Officer to keep a proper lookout, safely navigate the vessel, or
hamper the Watch Officer's ability to monitor alarms or radio equipment.
Radio silence Vessels must have in place specific procedures for radio silence. Prior to an offshore
facility enforcing radio silence the vessel must withdraw to the required minimum
distance from the installation (usually 1,000 meters) and remain outside until advised,
maintaining listening watch on the designated channels.
Continued
Rev 02: April 2019 2-40

Security, Continued
Voyage Roles and responsibilities for planning and issuing voyage orders and method of
instructions communication of the orders to each vessel reside with the VMT.
Voyage instructions include:
 Voyage plan (sequence of platform or port calls)
 Offloading or back loading activity (including quantities of bulk liquids)
 Copy of the vessel load list (manifest)
 List of dangerous goods and associated Safety Data Sheets (SDSs) for each
installation to be visited
 Special work activities (such as, stand-by, tanker towing, and so forth)
 Estimated time of arrival (ETA) or estimated time of departure (ETD) advice
1. Sailing speed other than most economical speed
The Vessel Master shall acknowledge receipt and understanding of the orders.
Vessel Activity Prior to mobilization, vessels will be issued with the Company Vessel Activity Log.
reporting This log is to be completed daily by the Vessel Master or his designate and shall be
submitted to the Company through VMT Marine on a daily basis. This log must be
kept up to date at all times and be available for Company representative review.
Reference: UN Marine Vessel Activity Log
Other reporting requirements and logs to be completed will be communicated to the
vessel prior mobilization.
See Mobilization to the Field instructions – Section 3.2
Marine notices Vessel Operator shall ensure copies of Marine Notices and any updates or newly
and Alerts issued notices are provided to their vessels on charter or operating within the
Company field area, including project and drilling vessels and rigs.
The Company will issue Safety Alerts from time to time to vessels on hire or
operating within Company field.
Rev 02: April 2019 2-41

 3.2 Mobilization to the Field

Pre-hire Vessels are only permitted to mobilize to the field after Company inspection and
Inspection and authorization.
authorization
Crew Vessels crew will receive a Safety and Marine orientation from Company
Orientation representative’s prior initial mobilization of the vessel to the field.
Orientation information includes:
 Safety expectations
 Incident reporting requirements
 Communications and other reporting requirements
 Delivery of Company documentation, Marine Operations Guide, field chart,
marine notices and safety alerts
Mobilization Upon execution of vessel contract, it is imperative that direct hire vessels contact the
Reporting - Company as soon as practicable, to report her present location and expected time of
Company arrival (ETA) at the agreed vessel delivery point through VMT Marine. When outside
Contracted VHF range, communication should be by satellite telephone or Single Side Band
vessels (SSB) equipment on 7970.0 kHz. Within VHF range, communication with VMT
Marine shall be made on VHF channel 81, 60 or Tetra Marine standby, and operations
platforms on an agreed VHF channel.
Reference: Appendix 9.6 Company contact details
On arrival at the delivery point, the vessel shall report her position and time of arrival
and confirm readiness.
If practical at time of on-hire, an on-hire survey of the vessels fuel tanks will be
conducted by a representative of Company Fuel Operations, in company of the
vessel’s chief engineer to establish the quantity of fuel on board.
Once the on-hire is completed, vessels shall forward a daily report to the VMT
Marine on or before 0200hrs.
The reports shall include, but not limited to, the following:
18. Location (latitude and longitude or range and bearing from nearest landmark)
19. Fuel received or transferred and ROB
20. Potable water received or transferred and ROB
21. Dry bulk received or transferred and ROB
22. Drill water received or transferred and ROB
23. Drilling fluids received or transferred and ROB
24. Deck cargo received or transferred and ROB
25. Persons onboard (POB) number (See Security Drill Report – Section 2.9)
26. Incidents recorded (e.g. defects, damage or accident) that may affect vessel’s
performance.
27. Hazard Identification & Near Misses
continued
Rev 02: April 2019 2-42

Mobilization to the Field, continued
Mobilization During the period vessel is engaged to Company a log of the number of hours and
Reporting location she works shall be maintained by VMT Marine.
Company
These logs shall be sent to the Company Marine Operations at the end of every month
Contracted
for verification of hour’s worked and daily rate.
vessels,
continued The verified billing log shall be used to compare with invoice submitted by vessel
owner / operator for harmonization before invoice is accepted.
Any vessel that is unable to perform the duties for which she is hired as stated in the
Vessel Service Agreement due to engine breakdown or a defect that severely restricts
her capability to work shall be off-hired. Off-hire of the vessel shall take place after
her tanks have been gauged by Company Fuel Operations representative in company
of vessel’s chief engineer. Vessel shall be off-hired at either Onne Port or Company
Offshore field depending on the terms of the contract.
The decision to place a vessel on-hire or off-hire shall only be given by the Manager,
Marine Operations or his appointed representative.
When vessels are off-hired in the field, immediate notification must be forwarded to
Shorebase for onward transmission to NPA for the purpose of billings associated with
the vessel activities after off-hiring, and also to the vessel operator.
Nigeria Project Upon mobilization, it is imperative that the vessel engaged on Project support activity
Vessels contacts the Company as soon as practicable, to report her present location and
expected time of arrival (ETA) at the field through VMT Marine. When outside VHF
range, communication should be by satellite telephone or Single Side Band (SSB)
equipment on 7970.0 kHz. Within VHF range, communication with VMT Marine
shall be made on VHF channel 81, 60, or Tetra Marine standby.
Reference: Appendix 9.6 Company contact details
On arrival in the field, the vessel shall report her position and time of arrival.
Vessels on-hire shall forward daily report to VMT Marine.
The reports shall include, but not limited to, the following:
28. Location (latitude and longitude or range and bearing from nearest landmark)
29. Incidents recorded (e.g. defects, damage or accident) that may affect vessel’s
performance.
30. Persons onboard (POB) number (See security drill report – section 2.9)
31. Hazard Identification & Near Misses
Rev 02: April 2019 2-43

Mobilization to the Field, continued
Position When communicating position coordinates , the following marine protocol must be
Coordinates followed:
32. Communication of coordinates must be written, for example by email or fax,
verbal communication of coordinates should be avoided.
33. Latitude (North/South) is always followed by Longitude (East/West)
34. Consistent communication standard / format is degrees, minutes and decimal
minutes: 04° 19.334’ N, 005° 023.566’ E
35. Spoken:
 “Zero four degrees one nine decimal three three four minutes North”
 “Zero zero five degrees, zero two three decimal five six six minutes East”
36. Reference the appropriate Datum and/or World Geodetic System (WGS) basis
for the given coordinates (i.e. WGS 84 or NAD (North American Datum) 83).
The vessel’s GPS/Navigation system(s) and charts should utilize the same datum.
Note: MPN Field chart datum is: MINNA
37. Most GPS will allow the user to choose the desired position display format.
Ensure your coordinates plotted on a paper chart or that are input into your GPS,
ECDIS or other navigational device are the correct units: degrees - minutes -
decimal minutes.
38. Coordinates given in degrees - minutes - decimal minutes are easier to locate on
most maps / charts (especially topographic maps), this format shall be used
The following information can be used as guidance to convert decimal degrees into
degrees - minutes - decimal minutes.
Coordinates may be found in decimal degrees (121.135°) instead of the marine
standard of degrees - minutes - decimal minutes (121°- 8.1’). However, it is easy to
convert from a decimal degree.
HOW TO:
39. The whole units of degrees will remain the same (i.e. in Longitude 121.135°,
start with 121°).
40. Multiply the decimal amount by 60 (i.e. .135 * 60 = 8.1). Seconds can remain
as a decimal for these purposes; result = Longitude 121°- 8.1’.
Reference: IMO pub, Standard Marine Communication Phrases (IMO SMCP)
Rev 02: April 2019 2-44

 3.3 Passage Planning and Navigation

Navigation Each vessel must maintain onboard, up-to-date navigational charts, publications and
charts and tide tables for the area of operation. Charts are to be of suitable scale. The Vessel
publications Operator must have in place an effective system to maintain these charts and
publications up to date.
An International Maritime Organization (IMO) compliant Electronic Chart Display
and Information System (ECDIS) can be used as an alternative to paper nautical charts
provided a back-up system is available as prescribed by IMO. Where an electronic
chart system is not approved by IMO, paper charts must still be used as the primary
system.
Vessels shall obtain from the Company marine unit a “Bight of Bonny/MPN field
pipeline Routes” chart before proceeding to the field. It must be stressed that the
above mentioned chart is not for navigational purposes. It is only intended to aid
mariners with locating designated anchorages and pipeline routes within the Company
field.
Passage plan A documented passage plan approved by the Vessel Master must be in place for all
stages of a voyage, both at sea and in port, including navigational areas where a Pilot
may be aboard. As a minimum, the plan should include the following elements (IMO
guidelines for Voyage Planning [IMO Resolution A.893]):
 Appraisal: Review of all relevant information pertaining to the voyage leg.
 Planning: A detailed, written plan should be prepared with items such as danger
areas, tidal data, waypoints, and so forth highlighted on the chart.
 Execution: A process to ensure the Bridge team reviews the plan and that
controls are in place to ensure it is safely executed.
2. Monitoring: The Bridge team should use all available means to monitor the
passage including the actions of the pilot and review against the plan.
Recognizing that support vessels are most often engaged in short regular voyages
between shore base(s) and offshore facilities a "standard" passage plan may be in
place which is regularly reviewed and updated to ensure all up-to-date information
including temporary notices are included.
Where the vessel is engaged in significant intra-field activity between various
installations or units that are close to each other, it may not be practical to have a
detailed written plan for each leg of the voyage between installations or units. If fitted,
an ECDIS can be used for voyage planning of these short intra-field routes between
installations. The Vessel should, however, always have in place the largest-scale chart
available highlighting danger areas. Prior to setting off on the next leg between
installations, the Master or Officer on Watch (OOW) should appraise all relevant
information prior to deciding on a course to make. The OOW should take into
consideration other vessel or offshore activities in the area to be transited, weather, sea
state, and visibility.
Rev 02: April 2019 2-45

Security, Continued
Sailing from Masters of vessels that call at Onne Port shall comply with the following:
ONNE/QIT
41. Vessels exiting the Bonny River channel after sunset shall do so only at the
fairway buoy
42. If vessel arrives Bonny fairway buoy from Onne Port or BRT after sunset,
Master shall keep to the seaward side of the Bonny SPM buoys before heading
east to QIT
Exceptions are only allowed for emergency response to life threatening injuries and
significant environmental contingencies.
Vessels transiting the Qua Iboe River bar and Finima Creek bar shall do so one hour
before high water (HW).
See Appendix 9.7 for details on the Bonny River Convoy Escort Procedures
Vessel position Each passage plan should include details on the methods for determining vessel
fixing position throughout the voyage; this may include Global Positioning System (GPS),
ECDIS, and Visual and Radar observations.
When operations require anchoring close to pipelines, vessels shall be required to use
a dual redundant Differential Global Positioning System (DGPS) and/or other
approved positioning systems (e.g. sector scan sonar)
Use of The requirement to set an offset course that does not pass through, or near an
installations as installation shall be clearly documented in the Company policy documentation.
a waypoint Installation coordinates must not be used as waypoints. The Vessel operator, Masters,
and Watch keeping officers must be aware of this requirement and it must be
reflected in the Vessel's passage plans and operating manuals.
Stability The Vessel Master is responsible for ensuring that the vessel always has adequate
stability and at least complies with the minimum requirements of the international
conventions at all stages of the voyage or operations.
The Master has the authority to cease or modify an operation if he or she is of the
opinion that it may compromise the stability of the vessel to the extent that the
minimum requirements cannot be met.
Adverse weather The Master of the vessel shall not be constrained by any other person from taking a
decision which in the professional judgment of the Master is necessary for safe
navigation, in particular in severe weather and in heavy seas.
In all circumstances, the Master has ultimate responsibility to decide whether to set
sail or not due to weather, after having discussed the issue with the relevant Marine
personnel. The vessel operator should have in place adverse weather procedures or
checklists.
Rev 02: April 2019 2-46

Security, Continued
Anchoring Vessels operating in Company fields shall anchor only in designated anchorages
shown in the “Bight of Bonny / MPN Field Pipeline Routes” chart.
Any anchoring within 200meters of a pipeline or other subsea installation is not
permitted unless written authorization has been granted, see Section 8 Field
Operations
Where the work of a vessel requires otherwise a proposed anchor pattern shall be
submitted to the Manager, Marine or his designated representative for approval before
anchors are laid.
Major project Reference: Global Practice (GP) 30-01-02 for details on major project marine
transportation transportation requirements, including transportation of large equipment or structures.
Bridge The vessel operator must have procedures in place detailing the Bridge manning
manning requirements during all stages of a voyage, including but not limited to: when under
pilotage, within the safety zone, in port or at sea, and during anchor-handling
operations. At a minimum, the procedures should require that a qualified licensed
deck officer must be on the bridge whenever the vessel is underway and also define
the conditions or operations that the Master shall be present on the bridge.
To avoid distracting the Bridge team only authorized persons should be allowed in the
wheelhouse when the vessel is underway.
Watch The Master of every vessel shall ensure that watch-keeping arrangements are adequate
Keeping for maintaining a safe watch or watches, taking into account the prevailing
circumstances and conditions.
Vessel operators shall, for the purpose of preventing fatigue:
43. Establish, enforce and record rest periods for watch-keeping personnel;
44. Ensure that watch systems are so arranged that the efficiency of all watch-
keeping personnel is not impaired by fatigue and that all duties are so organized
that crew members are sufficiently rested and otherwise fit for duty.
Officers in charge of the navigational watch are responsible for navigating the ship
safely during their periods of duty, when they shall be physically present on the
navigating bridge. They shall be responsible for maintaining a continuous radio watch
on appropriate frequencies during their periods of duty.
Officers in charge of an engineering watch shall be immediately available and on call
to attend the machinery spaces and, when required, shall be physically present in the
machinery space during their periods of responsibility.
An appropriate an effective watch shall be maintained for the purpose of safety at all
times, while the ship is at anchor or moored to a stand-by buoy or jetty and, if the ship
is carrying hazardous cargo, the organization of such watch shall take full account of
the nature, quantity, packing and stowage of the hazardous cargo and of any special
conditions prevailing on board.
continued
Rev 02: April 2019 2-47

Security, Continued
Watch-keeping Masters shall have Standing order written, vessel crew must read and sign upon
continued joining the vessel.
The Officer on Watch (OOW) must read and sign Bridge Night Order Book written by
the vessel’s Master.
Rest Periods The master shall ensure that personnel assigned duty in charge of a watch or forming
part of a watch are provided with the minimum rest hours as detailed in the
International convention on Standards of Training, Certification and Watchkeeping for
seafarers (STCW) 1978, and subsequent amendments. Reference to MLC 2006
Watch-keeping The principles to be observed in keeping a navigational watch as detailed in the
at Sea International convention on Standards of Training, Certification and Watchkeeping for
seafarers (STCW) 1978, and subsequent amendments must be maintained.
The officer in charge of the navigational watch shall be aware that he is likely to come
across unlit fishing boats / structures in the operational area and shall therefore at all
times proceed at a safe speed appropriate to the prevailing circumstances and maintain
a proper look-out.
Use of Auto pilot in the 500m safety zone is not permitted (as per 500m zone
checklist)
Vessel Operators Navigation procedures shall include details and restrictions on the
use of Auto-pilot.
The officer in charge of the navigational watch shall ensure that when using radar,
range scales employed are changed at sufficiently frequent intervals so that echoes are
detected as early as possible. It shall be borne in mind that small or poor echoes may
escape detection.
Operational tests of shipboard equipment shall be carried out as frequently as
practicable and as circumstances permit. These tests shall be recorded and copies
forwarded to the Company Marine Unit.
Watch- The principles applying to watch-keeping in port as detailed in the International

Keeping in convention on Standards of Training, Certification and Watchkeeping for seafarers
port (STCW) 1978, and subsequent amendments must be maintained.
Rev 02: April 2019 2-48

 3.4 Operations in the Safety Zone
Weather limits In setting the safe operating limits the vessel master must take into consideration:
for operation
45. Awareness of environmental conditions
46. Safety of crew
47. Nature of the operation
48. Time needed to move clear
3. Power consumption and thruster output level
Any constraints preventing immediate abandonment such as hose connections or crane
operations
Note: For a DP2 or DP3 vessel, the vessel should not exceed the consequence analysis warnings
and/or ASOG thresholds.
The safe operating limits should be governed by risk assessment.

In all circumstances the Master has the ultimate responsibility to decide whether to
enter the safety zone and conduct operations or not due to weather or sea conditions
and known capability of the vessel.
For specialized activities or operations the Company risk assessments will set weather
criteria guidelines, for example heavy lifts, Rig moves, construction activities, dive
support operations etc.
References:
 Safe Surfer Operational Procedures
 DP Operations – "Vessel Specific Capability Plots" and Vessel Specific FMEA
Continued
Rev 02: April 2019 2-49

Security, Continued
Approaching At least two hours prior to arrival, the Vessel should establish communications with
the Installation the Facility(s) to confirm:
 Vessel ETA
 Facility readiness to work the Vessel in the most expeditious manner,
minimizing time alongside
 Agreement on approach plan and proposed work program between the
Installation and Vessel
 Other activities in the field that may affect the approach or operation, including
simultaneous operations (SIMOPS)
Prior to The vessel operator must have in place clear documented procedures for entering the
entering the safety zone, including the use of checklists.
safety zone
These should include:
 Sea and weather conditions evaluated and acceptable for safe operation.
 Safe direction of approach and work location(s) evaluated.
 Bridge and engine room manning.
 Communication established (crane driver, deck foreman).
 Hot work and smoking restrictions in place.
 All maneuvering and steering gear systems tested, including change over
between control positions and maneuvering modes.
 Emergency maneuvering tested.
 Auto pilot disengaged.
 Operations confirmed with installation. (Loading, Personnel transfer etc.)
 Installation confirmed readiness for vessel arrival and operation.
4. Maneuvering mode during the operation agreed. If DP mode, the DP checklist is
to be used in addition. Refer to the Specialized Vessel Operations section for
detailed guidance on DP operations.
Reference: Chapter 6.0, "Specialized Vessel Operations"
 On-going or planned (or both) activities within the safety zone confirmed among
installation, vessel, and other vessels if in attendance.
 Permission for entering the safety zone obtained.
Vessels must be maneuvered at safe speed to a set-up position not less than 50 meters
from the installation, prior to final approach to assess the actual environmental
conditions, motion, and station-keeping behavior of the vessel to the satisfaction of the
Master.
Reference: Appendix 10.1 “500m Zone Entry Checklist"
Rev 02: April 2019 2-50

Security, Continued
Operations Once the vessel is in position alongside the installation the Vessel Master or officer in
alongside the charge on the bridge must:
installation
 Maintain communication with the installation. Where communications fail to be
maintained the Master may decide to halt operations and depart from the safety
zone.
 All vessels are required to perform a minimum of 10 minutes station keeping
once on the final heading and position at any facility before commencing any
form of personnel transfer or cargo work involving the use of the facility crane.
The station keeping exercise is intended to demonstrate the ability of the vessel to
safely complete the intended close proximity task in the prevailing environmental
conditions whilst maintaining adequate engine and thrust redundancy throughout.
The exercise is to be monitored and approved by the facility person in charge, or
his designate, who will subsequently give approval for crane operations to
commence. The vessel Master is to make an entry in the official log book of the
time arrived at the facility, the time of commencement and time of completion of
the station keeping trial and the name of the responsible person who gives
approval to commence operations.
 Maintain visual watch over the cargo deck or deck area being worked with the
installation and personnel within the work area.
 Continually assess the environmental conditions, including a long range squall
watch by radar and the corresponding behavior and motion of the vessel.
 Monitor relative position of the vessel to the installation.
5. Halt operations whenever the safety of the operation is in doubt or the station
keeping capability is nearing the safe operating limits of the vessel. When safe to
do so the vessel should move away to a safe stand-off position from the
installation and evaluate.
Where there is a break in the operations due to Installation readiness and waiting time
occurs over 20 minutes, the Master should contact the Installation to agree on
schedule and the Masters shall move the vessel to a safe position outside the safety
zone or clear of the installation.
Helicopter Prior to planned helicopter operations the Installation must inform all vessels within
operations the safety zone and cargo lift transfer operations must be suspended.
The vessel will be advised by the Facility if required to depart the 500-meter safety
zone or safe close stand-by position
Working on Whenever possible, the support vessel should work on the leeward (drift-off) side of
the weather the Installation. If it is necessary to work on the weather (drift-on) side, an assessment
side shall be conducted between the Installation and Vessel, considering pipeline risers and
potential risk of collision due to loss of vessel control such as engine or power failure
or sudden change of weather or sea conditions. In all cases, if weather side working is
agreed, the vessel must be set up with her stern to the platform to allow immediate
departure from the facility in the event of rapid unexpected changes in the
environmental conditions.
Rev 02: April 2019 2-51

Offshore When conducting offshore mooring or unmooring operations at either a fixed

Mooring installation or floating unit such as a barge, exposure of the vessel to offshore sea state
Operations conditions with a resultant additional movement of the vessel can result in an
increased strain or snatch loading of the mooring lines with additional potential for a
mooring line to part.
Maximum sea state and wind conditions should be established for each mooring
operation and clear procedures should be in place to halt operations and un-moor the
vessel where sea states are approaching or at this set criterion.
Continued
Rev 02: April 2019 2-52

Security, Continued
Offshore In all cases where the Vessel Master feels the movement of the vessel or sea state may
mooring compromise the safe mooring or safety of the vessel alongside the installation or
operations - barge, he or she should halt the operations and depart.
continued
The Job Safety Analysis (JSA) and Toolbox Talk conducted prior to mooring and
unmooring operations should identify and address the identified hazards including:
 Mooring line strain and snatch loading
 Loss of vessel heading control
 Location of obstructions on the installation or barge alongside which vessel is
being moored
6. Approach plan and potential obstructions
The Vessel Mooring/Unmooring checklist provides further details on basic safety
rules and must be completed for each operation, See Appendix 10.5
Reference: Section 3.5 "In Port Operations"
Stand-by buoy The Vessel Operator should have in place procedures and a JSA covering mooring and
operations – unmooring including quick release operations. Procedures and the JSA should
vessel operator address:
procedures
 Personal protective equipment (PPE) requirements
 Night-time operations
 Pick-up and securing arrangements of the mooring line
 Watch-keeping duties while secured to the buoy, including engine readiness
 Maximum wind and sea criteria
 Monitoring of vessel position and potential drag of the buoy
 Unmooring and release of the mooring line with particular attention to line snap
back and location of personnel during unmooring operations
 Quick release procedures in case of emergency
7. Mooring and un-mooring procedures if tandem or "banking or rafting" of vessels
is permitted at the buoy
The Master shall ensure that watches are arranged with sufficient crew to be able to
cope with all likely situations. The Master shall ensure the vessel is kept in a state of
readiness to be able to leave the buoy when required to do so.
The officer in charge of the watch when vessel is at a stand-by buoy shall monitor the
distance between vessel and buoy and ensure that messenger line attached to buoy
does not foul vessel’s propeller.
 Any vessel intending to moor to a stand-by buoy within the 500 meter zone of a
facility shall first notify the facility of her intention and report again to the
facility when she departs from the buoy.
 No new mooring shall be laid without prior approval from UN Marine
Operations.
 Recovery of approved moorings must also be reported to UN Marine Operations
Note: Permission from VMT Marine must be obtained prior to mooring to the buoy
Rev 02: April 2019 2-53

 3.5 Port Operations

Mooring The port or shore base will provide line handlers to assist with all vessels mooring,
operations unmooring, or switching berths.
Crew personnel or shore base personnel must not jump between the vessel and the
quay to moor or unmoor the vessel.
During all mooring and unmooring operations, safe practice requirements include:
 Toolbox talk and review of the JSA must be conducted with all personnel
involved in the operation.
 A sufficient number of personnel must be available and under the supervision of
the Supervisor. The Supervisor should be in direct radio contact with the Bridge.
 Mooring crews should use PFD’s
 Mooring area should be clear of obstructions, decks should have anti-slip
surfaces, and the area of operations should be well lit.
 Heaving lines should have no added weighty material.
 Mooring equipment should be inspected prior to use; mooring ropes and lines
must be in good condition and regularly inspected.
 Mooring layout should be suitable for the expected conditions; use of very short
mooring lines should be avoided. The planned mooring arrangement should be
discussed during the toolbox talk.
 Personnel must not stand in the bight of ropes or wires.
 Personnel must remain in a position of safety avoiding "snap back" zones when
moorings are under strain. Snap back areas should be identified.
 Winch operations should be undertaken by competent personnel to ensure
excessive loads do not arise on moorings.
8. Mooring ropes should not be secured on the winch drum end.
Reference: Code of Safe Working Practices for Merchant Seamen
Safe means of When alongside, the vessel is to provide a safe means of access to the quay.
access
Safe practice requirements include:
 Only certified, properly maintained, correctly rigged and secure gangway is to be
used for access
 The gangway access at both shore and vessel ends of the gangway must be clear
and free from obstruction, oil, or debris.
 Adequate lighting, safety net, lifebuoy with safety line, and light should be in
place.
 Personnel crossing the gangway should be wearing the appropriate personal
protective equipment (PPE) and have at least one hand free to hold the gangway
handrail
 A gangway watch must be in place.
Continued
Rev 02: April 2019 2-54

Security, Continued
Company  Crews are aware of specific considerations such as tidal changes or passing
references or vessel traffic.
guidelines,  Whenever the gangway is disconnected or otherwise not secured, barrier chains
continued or clear stop signs on the vessel and shore should be in place to warn personnel.
 When a vessel is alongside another vessel at a quayside (rafting or banking) the
outboard vessel is to provide the safe means of access. Jumping between vessels
is not permitted.
Deck or While in port or at the shore base the vessel must maintain an effective deck and
gangway gangway watch to:
watch
 Monitor and tend to moorings.
 Monitor and tend to the gangway.
 Provide security watch and recording personnel on and off the vessel per the
ship's security plan.
 Provide sufficient fire watch.
Cargo Reference: Chapter 4.0, "Supply Vessel Operations"

handling
operations
Rev 02: April 2019 2-55

 3.6 Tank Cleaning and Enclosed Space Entry

Tank cleaning According to Upstream Nigeria Work Management System, confined space is defined
and enclosed as ‘an area that meets the following three requirements:
space entry
49. Is not designed for continuous occupancy
operations
50. Large enough and configured so that a person’s head can enter the space
51. Has limited or restricted entry or exit’
All tank entry and cleaning operations must be carefully planned and only carried out
when necessary and safe.
Tank cleaning and CSE operations are not permitted within UN field and within 500
meters of UN dedicated berth at Onne Port.
The Vessel Operator must have in place detailed operating procedures covering
enclosed space (confined space) entry and tank-cleaning operations. The complexity
and risks associated with the confined space entry should be used to determine if a
job-specific procedure should be prepared.
Where tank-cleaning is conducted by tank cleaning contractor, procedures shall be
reviewed and understood by the Vessel Master.
Tanks should be assessed to determine its entry class and appropriate PPE must be
used taking precautions for worst expected conditions.
Vessel tank entry and cleaning operations must be carried out and controlled by the
Vessel Master using a single Permit to Work (PTW) issued by the vessel. The permit
shall:
 Be signed by the Master or designated responsible person and where applicable
the cleaning contractor supervisor
 Be in line with the vessel's operating procedures
 Be accompanied by a risk assessment and use of a confined space /Tank-
Cleaning Checklist
 Detail pre-entry required tank atmosphere readings and record reading
throughout the tank entry
 Detail required precautions and risk reduction measures including an assessment
of how the safety of personnel is to be monitored
 Detail safety equipment and protective clothing
 Observe ventilation requirements (natural or mechanical)
 Detail machinery and appliance isolation and lock out requirements
 Detail isolation from any tanks that still contain bulk cargoes
9. Detail rescue equipment and suitably trained personnel required in the event of an
emergency
The Master of the vessel shall ensure that the person supervising the tank entry /
cleaning operations fully understands the requirement of the permit and the
precautions to be taken.
continued
Rev 02: April 2019 2-56

Security, Continued
Company Deck areas around the tank entrances shall be clear of cargo or other obstructions and
references or there shall be unrestricted, safe access to the tanks. Tank and surrounding areas shall
guidelines, be properly illuminated.
continued
Tank openings shall be opened, secured and where necessary effectively cordoned off.
Any simultaneous operations (SIMOPS) (for example, cargo handling operations)
should be assessed and approved by the Vessel Master.
An effective and tested communications system must be in place, including vessel
personnel, confined space entry stand-by personnel, in tank personnel, and any shore
base personnel involved.
Atmosphere testing and gas testing equipment calibration must be conducted by
suitably qualified personnel. Tank atmosphere must be tested prior entry and at regular
intervals according to the PTW requirements.
Standby personnel shall be stationed near the tank access while personnel are working
inside. One or more workers must act as a Confined Space Entry Standby Person
whenever work is performed for each Confined Space Entry. They shall be competent
persons trained in the appropriate actions required in the event of an untoward incident
involving the personnel working in the tank.
The Confined Space Entry Standby Person(s) must:
52. Review and sign the PTW before anyone enters the tank (confined space)
53. Be trained in their duties and in how to use communication and rescue
equipment
54. Perform no other duty that might interfere with their primary responsibility
during the course of the tank cleaning or confined space entry activities.
During tank entry / cleaning, rescue provisions must be provided and rescue teams
must be adequately trained and equipped for rescue procedures. Rescue personnel
must be available, pre-briefed on rescue plan and notified of confined space entry and
exit.
Personnel carrying out tank cleaning shall wear or use appropriate personal protective
equipment which shall include but not limited to:
55. Respiratory protection
56. Hearing protection
57. Communication equipment
58. Personal detector or atmospheric monitor as required by the hazard
59. Harness and lines
continued
Rev 02: April 2019 2-57

Security, Continued
Company Where tank entry is via a machinery space, a risk assessment should be conducted and
references or taken into account the hazards associated with running machinery, ignition sources,
guidelines and routing of hoses.
continued Note: Only continuous hoses should be used in machinery spaces.
Material Safety Data Sheets must be available and reviewed.

Prior to operations a "Toolbox Talk" with all relevant parties must be conducted.
Before conducting tank cleaning or any CSE operation in port, the Port Operations
Supervisor (POS) and Shorebase Manager or his designate must be duly informed in
writing.
On completion of tank cleaning operations the Master shall ensure a thorough
inspection is completed to ensure tanks have been properly cleaned and lines and
pumps are properly flushed. If the tank previously contained hazardous material, then
the inspection shall be carried out in conjunction with an independent surveyor. If the
previous contents were non-hazardous the inspection may be carried out by the
representative from the tank cleaning contractor
If there is any disagreement, an independent inspector should carry out an inspection.
On successful completion the Master or designee should.
60. Sign the tank clean certificate issued by the Company or Independent Surveyor.
61. Check tank coating.
62. Record tank status in log book.
63. Confirm tank covers are replaced and fully secured.
64. Ensure work place has been left safe and tidy.
10. Close Work Permit/Enclosed Space (confined space) Entry Permit.
References:
 G-OMO (Guidelines for Offshore Marine Operations)
 Appendix 9.8, Tank Cleanliness Standards
Rev 02: April 2019 2-58

3.6 Engine Room Operations

Use of PPE As per Section 4.3, "Personal Protective Equipment (PPE)," the Vessel Contractor
must stipulate the PPE requirements for each specific work activity or work location,
including engine room operations. This includes additional PPE requirements for
activities including:
65. Grinding
66. Welding
11. Chemical handling
Areas requiring use of double hearing protection must also be identified.
Means of access to firefighting equipment, emergency escape routes, and watertight
doors should never be obstructed.
Engine room The vessel operator must have a procedure in place detailing the engine room
manning manning requirements during all stages of a voyage, including but not limited to:
when under pilotage, within the safety zone, in port or at sea and during
anchor -handling operations, and so forth.
On joining the vessel, the Chief Engineer shall have his standing orders written out
and all engine room crew shall read and sign on joining the vessel. Night orders shall
be written by the Chief Engineer as required and all engine room crew shall read and
sign.
Unmanned Many vessels are listed by the vessel Classification Society with a notation to operate
engine room the engine room unmanned (unmanned space [UMS]) for certain periods of time.
Vessels capable of operating in UMS status must have procedures in place describing
the conditions for use of UMS as well as roles and responsibilities of vessel personnel
while operating in UMS status. Machinery and Engineers' alarm system must be
tested regularly with results recorded.
Engine room The engine room or engine control room must be manned at all times when the Vessel
manning is within the 500-meter safety zone. Exceptions may apply to smaller vessels where it
within the is impractical to man the engine room throughout the period while operating within
safety zone the 500-meter safety zone. In this case, a qualified engineer should be alert and
immediately available.
Continued
Rev 02: April 2019 2-59

3.6 Engine Room Operations, Continued
Hot work No hot work is permitted:

 When the vessel is within the 500-meter safety zone unless with the express
approval and authority of the Facility PIC.
 When the vessel is alongside the Shore Base, unless with the approval of the
Shorebase Manager or designate and after obtaining all necessary port
permits.
Hot work includes (but is not limited to): welding, flame cutting, and grinding. A
Permit to Work (PTW) must be in place for all hot work activities.
Spare oxygen and acetylene bottles must be properly stowed in separate locations, in
the upright position, or separately in a dedicated open ventilated area outside the
accommodation or engine room space. Protective valve caps must be in place. Bottles
must be secured against falling.
Maintenance No planned maintenance or repair activity should be conducted while the vessel is
and repairs operating within the 500-meter safety zone unless in an emergency and with the
permission of the PIC/OIM
Maintenance and repair periods should be pre-planned and scheduled between the
vessel operator and Company to avoid or minimize impact to the Company operations.
Where possible planned maintenance can be carried out during in port time and
documented in the Captain’s log.
For each vessel, the Vessel Operator should identify and document critical alarms,
controls, and shutdowns (CACS); critical systems; and machinery and their
components. CACS monitor the operation of critical systems, machinery and their
components. In some cases, the critical component may be the alarm, control, and
shutdown device itself. Critical systems, equipment, and machinery are those
considered to be most important to ensure the operational reliability of equipment, the
sudden operational failure of which could result in a hazardous situation (to people,
property, process, or the environment).
No maintenance work or activity should be started that may affect the integrity of a
CACS, critical system, equipment, or machinery without the permission of the Master
or Chief Engineer. These systems must be fully functional while the vessel is in the
500-meter safety zone.
No CACS should be isolated without the permission of the Master or Chief Engineer.
The vessel operator should have documented procedures for bypassing, isolating, or
handling failures of CACS.
Maintenance work or repairs should be carefully planned and where applicable
conducted under the vessel PTW system. Prior to commencing work, there should be
particular emphasis on energy isolation, prevention of inadvertent or automatic
starting of equipment, and breaking containment.
Continued
Rev 02: April 2019 2-60

Company The vessel operator should provide detailed procedures for working on electrical
references or equipment or circuits; such work exposes personnel to potential sources of energy that
guidelines, can result in serious injury or death. Electrical work should only be performed by
continued personnel who are aware of the hazards associated with performing such work and are
trained in and familiar with the safety-related work practices, safety procedures, and
general safety requirements pertaining to electrical work. Work on high-voltage
equipment must be conducted by a person who has received specific training related
to high voltage equipment or circuits.
Maintenance Each vessel shall have in place a Planned Maintenance System (PMS).
program and
The PMS should ensure that the inspection, testing and maintenance of identified
critical
CACS, critical systems, machinery, and their components are conducted in accordance
equipment
with regulatory and classification society requirements as well as the equipment
manufacturer's recommendations.
Planned and corrective maintenance and repair activities relating to these components
should be documented in the vessel's PMS.
The PMS must include programs for regular inspection and testing of life-saving
equipment such as, emergency generators, fire protection systems, lifeboats, stand-by
arrangements and equipment or technical systems that are not in continuous use.
The vessel operator should document the critical spare parts recommended by the
vessel classification society and equipment manufacturers for CACS and critical
systems and machinery; if not stored onboard, these critical spare parts must be
readily available.
Reference: Chapter 6.0 "Specialized Vessel Operations," for additional
requirements for surveys and testing of Dynamically Positioned (DP) vessels
Power Vessel must have in place procedures and processes to confirm vessel power
Management management systems are fully functioning.
Systems
This includes:
67. Auxiliary and Emergency power source testing requirements
68. Auxiliary and Emergency power source auto and manual start in the event of
power loss from primary source or at peak power demand
69. Power shedding features (automatic disconnect of non-vital circuits when power
demand exceeds predetermined limits)
70. Testing and confirmation of Status of vessel emergency batteries, charging
system, communication and emergency lighting
71. Frequency of dead-ship/blackout power simulation tests
72. Procedures for dead-ship / blackout start up
Note: Vessel Operators should confirm no vital equipment is powered by a circuit which would be
opened by the load shed feature.
Rev 02: April 2019 2-61

Power Vessels involved in critical operations such as Rig/Barge moves, operations

Management within the 500m exclusion zone and Export Tanker berthing/un-berthing
Systems, operations must confirm satisfactory operation of the Power Management
continued Systems to ensure that in the event of complete power loss, auxiliary power is
available to avert immediate danger/damage to own vessel or any other asset
in the vicinity.
During critical operations the vessel Must have sufficient number of
generators running and online to meet all anticipated power demands in case
one or more generators fail.
Rev 02: April 2019 2-62

 3.7 Fuel Management

Vessel The Vessel Operator shall have in place and utilize an auditable Fuel Control Program
operator fuel that, at minimum, ensures:
control
 All fuel transferred is in accordance with Company’s specific direction.
program
 Routine reconciliation of fuel is accomplished. Company provides standard
reconciliation format, this should include taking and recording of tank soundings
on arrival and prior to departure from port.
 Reconciliation of fuel shall be accomplished immediately following each
bunkering operation and submitted to Company in the standard reconciliation
format following completion of the bunkering operations.
 All waste oil shall be properly measured and reported to Company prior to
disposal. Company may witness the measurement of all waste oil volumes prior
to transfer from the Vessel. Waste oil volumes shall be included on the Standard
Reconciliation document.
 Measurement processes and equipment are maintained, calibrated, and executed
to a stated standard acceptable to Company.
Bunkering Each vessel must have bunker transfer procedures covering:

operations
73. Fuel loading operations
74. Internal fuel transfer including day tank transfers
 Fuel transfer offshore to facilities or other vessels as applicable
Planning of bunkering operations should include:
 Confirming there is adequate space for the volume of bunkers to be loaded and
the maximum filling volume (typically no greater than 95 percent of tank
volume)
 Controls for setting of bunker system valves and arrangements for bunker tank
ventilation and any internal overflow tank arrangements
 Determining and agreeing loading rates for start of loading, bulk loading, and
topping off
 Where fitted, verification of gauging system operation of accuracy and use of
manual gauging
 Alarm settings on overfill alarm units or high tank level alarms
 Setting and witness of fuel meter if fitted
 Tank change-over procedure
 Communications with receiving or delivery facility including Emergency Stop
and notice period for reducing of transfer rates
 Manning requirements and the varying roles and responsibilities
 Containment arrangements and availability of cleanup equipment
 Use of Job Safety Analysis (JSA) and toolbox talk prior operation
 
Continued
Rev 02: April 2019 2-63

Company Prior to commencement of loading or offshore transfer operations the vessel and
references or receiving or delivery facility should complete a pre-transfer safety checklist.
guidelines,
A Last Minute Risk assessment (LMRA) between Company appointed SME and the
continued
issuing vessel and receiving vessel will take place before transfer commences.
Company Fuel Transfer procedures and checklist are contained in Appendix 9.10.
References:
 Appendix 9.10, "Fuel Transfer Procedure"
 Chapter 4 "Supply Vessel Operations"
Fuel sample Fuel samples must be taken during loading operations and maintained for an agreed
retention amount of time. Samples should be sealed and labeled with date and time, product,
and location, and detail of sampling point.
When discharging fuel to an offshore facility, sampling from the vessels manifold may
not be a practical option. It is, therefore, an acceptable practice to take samples at the
facility.
Material A Certificate of Quality and Bunker delivery note with accompanying fuel sample
Safety Data must be provided by the supplier to the vessel. The Certificate of Quality must be
Sheets/Bunker provided prior delivery and reviewed by the vessel.
delivery note
Rev 02: April 2019 2-64

4.0 Supply Vessel Operations

Overview
Introduction This chapter provides guidelines on the transport and transfer of deck cargo in
containers, cargo carrying units (CCUs), and tubulars along with bulk under deck
cargo and the transfer of personnel.
4.1 Deck Cargo Handling ................................................................................. 2-6672

4.2 Bulk Cargo Handling.................................................................................. 2-7377
4.3 Passenger Transport and Transfer Operations ....................................... 2-3483
Rev 02: April 2019 2-65

4.1 Deck Cargo Handling

Responsibilities Vessel Master:
Overall and final responsibility for the safe positioning, handling and securing of all
cargo transported on the vessel, as well as the development of a loading plan.
Company Shore Base and Offshore Operations:
Provides the Vessel Master with accurate and timely information concerning cargo to
be transported, routing, manifest and document preparation.
Pre-planning Cargo pre-planning is conducted at the Company Shore Bases and offshore facilities.
Preplanning enables effective and safe cargo movement. The objective is the safe and
most efficient loading, securing, carriage, and discharge of cargo at all times.
The Vessel Master must ensure that:
 The order of loading and back loading is pre-planned in accordance with voyage
plan.
 Stowage and pre-slinging of cargo or containers is arranged to avoid "cherry
picking" and the need for personnel to climb on top of the cargo.
 Personnel access and egress ways and walkways are kept clear at all times.
 Correct stowage and segregation of hazardous cargo has been accomplished.
 Adequate stability is maintained throughout the voyage. Due regard shall be taken
for possible reductions in stability due to water in un-capped pipe cargoes,
discharge of bottom weight, slack tanks resulting in high free surface and
consequential reduction in stability, or any other factors that may affect the
stability of the vessel (e.g. stability tanks)
 Trim, draft or displacement criteria are not exceeded.
Preplanning also includes voyage and individual cargo planning. The aim must be to
maintain the plan in order to capitalize on the reduction of risk to crewmembers and to
enhance operation efficiency.
Cargo All cargo must be accompanied by a cargo manifest clearly identifying the goods and
documentation giving details regarding the contents, destination, general dimensions, and weight.
/labeling
All cargo shall be marked so as to be readily identifiable from the manifest. All
dangerous goods shall be so marked and properly segregated.
The Master should refuse the loading of hazardous materials not accompanied by
Safety Data Sheet (SDS), not properly packaged or labeled.
The Master shall ensure that cargo manifest for hazardous material is separate from
the manifest for other cargoes and accompanied by SDS of the hazard material / cargo.
continued
Rev 02: April 2019 2-66

Cargo The Master is required to refuse cargo if insufficient information is given, the cargo is
documentation incorrectly manifested, or if he has reason to believe that dangerous goods are
/labeling, contained in unmarked cargo. The description and weight of each lift must be
continued individually declared on the manifest.
Weights of heavy lifts (more than 10 tons) shall be labeled on the lift/container such
that it is clearly visible to both vessel’s bridge and facility crane operator.
Where practical, heavy lifts should be loaded as close as possible to the stern of the
vessel to provide easy offshore crane access.
Loading Plan The Master completes and posts on the bridge a loading plan that includes the
following information:
 Cargo description, including any hazardous characteristics
 Cargo quantity, including count and weight
 Cargo priority or urgency
 Cargo location on the vessel deck or within the bulk tanks
 The Loading Plan, updated as required
Crane Directions to crane operators must be:

operator
 By one person only to the crane driver
directions
 Internationally recognized hand signals or by direct contact with the crane driver
by radio (See Appendix 9.9 for excepted hand signals)
During cargo handling operations in port, the crane operator may receive direction
from a Banksman on the vessel or designated deck crew member.
Clear Deck The Vessel operator must have in place a “Clear Deck Policy." Whenever lifts are
Policy connected to the crane hook the deck crew must be positioned in a safe location,
ideally behind the crash barriers or off the cargo deck. The exception to this is when
the deck crew is disconnecting a lift that has been landed on deck.
Safe location positions, walkways and access/escape routes must be clear of
obstructions and clearly identified. Working areas not covered in wood shall be
painted with anti-slip paint
Tag lines are prohibited and should only be used on exception approved by
Operations Manager and when risk assessments are completed as part of the
JSA. Tag lines must be retrieved using boat hook, ensuring no deck crew or any
other personnel is standing under the suspended load I, in the line of fire or
controlling a suspended load by hand
Additional mitigation steps when using tag lines can be found in Oil and Gas United
Kingdom's (UK's) publication, Best Practice for the Safe Packing and Handling of
Cargo to and from Offshore Locations 5th Ed., Appendix 11.
Rev 02: April 2019 2-67

Deck cargo Deck cargo stowage and movement requirements include:

stowage and
 Every person on the open deck of a Supply Vessel working alongside a facility for
movement
the purpose of cargo transfer shall at all times wear suitable, highly visible
protective clothing, hand gloves, work-vests, safety helmets, safety glasses and
safety footwear.
 Lifesaving appliance must be available at the after end of the working deck
 A safety rail must be fitted on vessel with an open transom
 Areas on deck that are not to be used for cargo storage must be clearly marked or
otherwise indicated. They shall protect critical areas such as bulk transfer valves,
areas adjacent to the access to the vessel’s bridge and personnel transfer points
 Lighting on the working decks must be of sufficient power and intensity to
provide adequate illumination of the working area for night operations.
 Lights must be placed as high as possible to avoid casting long shadows over the
working area, and should be distributed to eliminate shadow areas. They must not
impede the visibility of the crew from the bridge, or on the winch control.
 Areas where hazardous cargo only may be carried must be clearly marked and
identified. Flammable cargo shall be kept away from sources of heat. Segregation
of hazardous cargo from other hazardous cargo or non-hazardous cargo must be in
compliance with the most up to date versions of the International Maritime
Dangerous Goods (IMDG) Code.
 Maximum stack weight of cargo shall be considered – Cargo Carrying Units
(CCU) should not be stacked.
 No lifts using open hooks are permitted. If a lift is loaded with an open hook, the
Facility should be immediately informed and subsequent lifts refused until the
hook is repaired.
 Only designated deck crew are permitted on the working deck during cargo
operations.
 Communication between Facility and deck crews must be in place. In event of
communication breakdown the Master shall stop the operation and maneuver
away from the installation
 Lifts must be checked prior to being discharged to an Offshore facility
 The officer in charge of deck operations shall have an unobstructed view of the
cargo operations and personnel and to be able to sight the crane wire and hook at
all times. He shall ensure that all deck crew have moved to a safe location well
clear of all lifts to and from the deck of the vessel
 Deck crew or any other personnel must never stand under a suspended load or
control a suspended load by hand.
 Deck crews should monitor for and be aware of the potential for dropped objects.
 Cargo shall be pre-slung with wire rope slings such that the sling arrangement is
long enough to enable the safety hook to be opened by deck crew when the load is
landed without climbing onto any part of any load. Slings and lifting points should
be positioned inboard and so not to get damaged during transit and to aid safe
access for connection and disconnection.
continued
Rev 02: April 2019 2-68

Deck cargo  Crew must not climb on top of cargo.

stowage and  Loads should only be approached and unhooked when the lift is correctly
movement positioned on deck. There must be sufficient slack on the crane wire to enable
continued the safety hook to be opened without risk to deck crew taking into account the
pitch, roll, and heave of the vessel and the prevailing weather conditions (for
example, wet and slippery deck). Hooking on cargo shall be done by at least
two persons
 All loose materials must be enclosed in cargo baskets. No loose cargo or pallet
lifts are permitted.
 Varying lengths of slings must not be used in one lift, except in the case of
special lifts where calculation of sling lengths has been determined to ensure
correct balance
 Gas bottles (empty or full) must be transferred in bottle racks
 Open skips and baskets must be drained of water prior to off-loading from or
back loading to the vessel. Open containers, skips and baskets should be fitted
with tarpaulins or safety nets to prevent potential snagging of lifting gear or
loss of contents during lifting operations.
 All lifts and back loads must be checked for loose items that may fall during
the lift. These items can cause personal injury to the crew on the supply vessel
or Facility.
In case of loose items falling Master to Stop operations and maneuver
away from the Facility if necessary
 Whenever possible, containers should be orientated on deck so that the doors
face inward or forward to minimize the potential for seawater intrusion.
 Prior to departure from a port or Facility all deck cargo must be properly
secured and remain secure at all stages of the voyage. Lashing and securing
gear must be of an adequate size for the cargo and securing points must be
provided that will not give way in a seaway where vessel is subject to heavy
movement
 Prior to discharging cargo in port or at a Facility, cargo shall be unsecured as
required
 It may be necessary to re-position cargo on the working deck using the vessel's
tugger winches to enable an item of cargo to be lifted by a facility crane. Deck
personnel must be fully aware of the precautions to be taken and the hazards
that exist in moving loads in this way.
 Deck personnel must not enter pinch-points or crush-points that are created
by the space between cargo containers. Training for deck personnel and cargo
handling pre-job safety plans should address how to avoid these hazards.
 Particular attention should be taken to avoid potential snagging of the loads
when being lifted from the vessel, including potential snagging against vessel
crash barrier structure, other deck cargo and material stowed within an open
container.
continued
Rev 02: April 2019 2-69

Deck cargo  If a Facility is venting any product (for example, cement or water) and the dust
stowage and or spray from venting threatens to cause distress or danger to personnel on a
movement vessel working a Facility, or may interfere with the laser or fan beam
continued positioning reference system (DP vessel) the Master must request the venting
to be suspended or to move to an alternative location to work cargo. If
required, the Master shall suspend operations and move clear of the Facility,
informing the Facility of his or her reasons for so doing.
References:
 International Maritime Organization (IMO), Code of Safe Practice for Cargo
Stowage and Securing
 Oil and Gas UK, Best Practice for the Safe Packing and Handling of Cargo to
and from Offshore Locations, 5th Ed Section 9International Marine Dangerous
Goods Code (IMDG)
 G-OMO (Guidelines for Offshore Marine Operations 2018)
 Vessel specific Cargo Securing Manual.
Tubular Tubulars must be slung with or by wire rope slings and secured by webbing slings or
handling equivalent method to prevent slippage. They may also be carried in specifically
designed tubular cargo carrying units (CCU).
They should be stowed as to eliminate the need for deck crews to stand on the
tubulars.
Radioactive Flag state and local regulations on the carriage of radioactive material must be
material followed; local regulations require the vessel to be specifically approved with a valid
certificate to carry radioactive materials and the radioactive material must be
accompanied by certified radioactive safety officer (RSO)
Steel Plates Large pieces of steel plate shall be transferred by engineered safe lift or by cables and
slings pulled through holes cut in the steel.
Pre-cargo lift Appendix 10.2 contains a sample offshore cargo lifting checklist that must be
Checklist completed and signed prior cargo lifting operations to and from an Offshore facility.
Specialized Specialized non routine and/or heavy lifts are subject to a Company approved
Lifts transportation and lifting plan.
Chemical
Delivery The following must be adhered to in order to ensure the efficient use of the Chemical
Delivery Vessel within JV Operations
 VMT Marine must communicate arrival date to the facility at least a day
prior to arrival. Communications must be no later than 12 noon the day prior,
so that permits can be raised and reviewed for the operation.
 Platform leadership must review at the Daily Work Coordination Meeting,
permits for lifting and / or decanting chemical as well as test SIMOPS with
other platform work / vessel activities
Rev 02: April 2019 2-70

 Platform and Vessel Master should agree a suitable time in the day for the
chemical delivery and all must be ready for the activity
 On arrival, it is expected that the process of attending to the Chemical vessel
should commence within 30mins (paper work – material transfer checklist,
tool box meeting, crane lift preparedness etc.)
 If vessel is not attended to within 30mins, VMT Marine shall contact AOM.
 If vessel still not attended to within 60mins, Vessel Master shall depart from
location.
 Facility will be accountable for any chemical outages.
Rev 02: April 2019 2-71

Procedures for The PIC has overall responsibility for his Facility. He shall ensure
the Offshore
 That when lifts are made to or from a vessel a 2-way communication is
Facility
established between vessel and crane operator, and an adequate number of
personnel are involved in the lifting operation. If 2-way communication fails all
operations shall cease.
 That crane operators are competent and certificated and that crane maintenance /
inspection records are kept on site and available on request.
All cargo received by the Facility shall be checked immediately and the
accompanying manifest signed and returned to the Master of the vessel before vessel
departs the location. A copy of this manifest signed by Master / Facility shall be
forwarded to the Jetty Master.
At least two slings, of sufficient length and SWL shall be used at all times on the main
crane hook. This sling shall have at one end a steel ring and on the other end a safety
hook.
Tag lines are prohibited and must not be used but where they are used by expection
approved by Operations Manager , it shall be attached to load and be of sufficient
length, to enable vessel crew stay clear of overhead loads.
Master of the vessel shall be informed in advance if and when hazardous cargo is to be
loaded. When applicable, Dangerous Cargo Manifest should be issued. All cargo to
be back-loaded shall be inspected by a competent person on the Facility.
Procedures for Loads are not to be raised or lowered directly over the vessel. This should be done
the Offshore over water before landing the load on deck, or after lifting the load from the vessel’s
Facility- deck, it should be swung clear of the vessel’s deck.
continued
The weight of any cargo to be loaded shall be less than the Safe Working Load (SWL)
of the crane, crane wires, shackles, fittings and within the specified deck strength.
All overboard discharges, which may affect the supply vessel, shall be stopped before
the approach of the vessel.
For specialized lifts see page 4-66
Rev 02: April 2019 2-72

4.2 Bulk Cargo Handling

Transfer The following information must be exchanged between the offshore or onshore
coordination Facility and the Vessel Master or Chief Engineer (or both) if bulk cargo is to be
/ Cargo Plan transferred to the vessel. The same information should be exchanged if the vessel is
transferring or receiving bulk at an onshore or offshore Facility:
 Hose transfer arrangement (Heaving line or by crane)
 Quantities of each product
 Safety Data Sheet (SDS) / IMDG information if applicable
 Cargo documentation
 Loading and discharging sequence
 Estimate of when product is required
 Maximum loading rate and pressure permitted
 Estimated pumping rate for each product
 Emergency stop procedure
 Final stop of transfer as advised by the Vessel or Facility
 Communications procedures (primary and secondary)
 Estimated time required to stop transfer
 Confirmation of line drainage procedure (gravity back to the vessel tanks ) or
other
 Size of hose
 Type of connection
 Length of hose available
 Receiving vessel tank status, including valve line-up and venting and pressure
relief arrangements
Precautions in When loading bulk at a shore base, the condition of hoses and all associated fittings
port should be checked to ensure that they are free from any apparent defects. If any
defects are noted they must be brought to the attention of the Port Coordinator or port
operator so that the defective equipment can be replaced. The operation shall not
commence if any doubt exists about the integrity of the hoses or associated equipment.
The vessel Master (or designee) should ensure the following:
 The hose is tended on the quayside by shore personnel and the shore manifold is
manned during the transfer.
 The vessel manifold is monitored for leaks or defects throughout the operation.
Note Hydro-carbon manifolds to be fitted with save-all that is securely plugged.
 No welding, cutting, or other operation hazardous to bulk transfer is taking place
on the vessel.
 The vessel remains securely moored throughout the operation with due allowance
made for changes of tide and draft to the vessel moorings and shore hose length.
Continued
Rev 02: April 2019 2-73

4.2 Bulk Cargo Handling, Continued
Precautions in  Simultaneous loading operations can be carried out safely such that deck
port, continued personnel do not become overloaded or put at risk by simultaneous operations
(SIMOPS). If there is any doubt, then SIMOPS should not be permitted.
 Where bulk loading operations are controlled from the bridge in port, clear
communications are in place among the bridge, the operator providing the bulk
product, and deck personnel.
 Impose no smoking conditions
 Gauge all tanks regularly
 Deck cargo should not obstruct sampling or sounding positions of bulk being
loaded if manual verification or measurement is required.
 Dry bulk vent hose is to be adequately secured and with an approved diffuser
installed.
Precautions When transferring bulk at sea or offshore, the Vessel Master (or designee) should
offshore ensure the following:
 Hoses to be used are correctly identified, certified and color coded
 Dry bulk vent line positions are identified and diffuser arrangements are in place
 Hoses and associated components are in good condition and suitable for use,
including ‘rock’ catcher manifold screens where required.
 Floatation collars fitted to the hose are properly secured to it; if not, this should be
reported and the Facility requested to resolve prior transfer.
 Correct couplings have been identified for the product being transferred, made up
connections are not permitted
▲ CAUTION: Where Rig or Platform provides a TODO-Matic hose

connection end: Camlock fittings are not permitted anywhere from the vessel
pipeline manifold to the hose TODO Matic connection presented by the Rig or
Platform. See Appendix 9.18- Example connection arrangements.
 Connections at the manifold are secure and free from leaks. Save-alls are empty
and ready to catch any minor connection or disconnection leaks.
 SOPEP anti-pollution materials are on hand, ready for deployment if required.
 Sufficient hose length exists to safely hold position for the duration of the transfer
without having to maintain an unnecessarily close position to the Facility.
 Clear designated communications are established and maintained between the
bridge, deck, crane operator, and Facility.
 Environmental conditions are within prescribed limits for the transfer and
anticipated duration of the transfer (sea, swell height, current direction, and
velocity, wind direction, and velocity).
 Person in charge performs no other duties.
 No maintenance or testing of any equipment that could cause any upset or
interference to ships position keeping, propulsion, generating or other equipment
should take place while the vessel is within the 500-meter safety zone
continued
Rev 02: April 2019 2-74

Facility Prior each transfer the offshore facility shall be responsible for:
responsibilities
 Inspecting hoses before accepting to use same for operation.
 Visually inspecting slings and lifting points and replacing if required
 Ensuring hoses are lifted by a certified wire strop on a certified hook eye fitting
 Providing adequate lighting
Hose handling Particular precautions must be taken during hose handling operations, including:
precautions  Operation must be directly supervised
 Hoses are secured on the vessel at the pins or other suitable location, such that
they can be quickly and easily passed back to the crane safety hook.
 Non floating sections of the hose are kept clear of the water during transfer
 If a connection other than a self-sealing quick release coupling is used, particular
care must be taken when disconnecting the hose and a drip tray is in place.
 Confirm hose drained and any pressure released prior connection/disconnection
 Bridge and deck personnel monitor the manifold and hose position in the water
reporting the position to the bridge at regular intervals. If the hose approaches
thrusters or propellers the bridge must be informed immediately.
 Personnel should be aware of the potential for the hose parting and clear the ‘Line
of Fire’ when an abnormal situation is developing
 Personnel should be aware of potential for hose to move during handling (pinch
points, striking personnel)
Reference: Appendix 10.3 Offshore Bulk Cargo Transfer Checklist
Precautions  When the hose is connected and lines are set, the provider of the cargo shall start
during transfer pumping at a slow rate. For dry bulk transfers, purge air shall be utilized prior to
bulk transfer to clear lines and to prove connections.
 If cargo is confirmed as entering tanks, no leaks are observed and a good vent has
been obtained (for dry bulk), the provider shall be advised to gradually increase
pumping to full delivery rate.
 The Master of the vessel shall ensure that the hose can be seen at all times and
whoever is appointed watchman shall not allow other operations to distract his
attention away from the hose. If hose approaches the propellers or thrusters the
bridge must be immediately informed.
 The bridge watch-keeping officer should have unobstructed view of the floating
hose in relation to propeller and thruster locations where this is not possible he
must be in constant communication with deck watch
 The Master of the vessel and Facility Supervisor or Company representative shall
confirm quantities loaded or discharged at regular intervals to ensure that there are
no leaks within the respective systems. If there is a large discrepancy, the
operation shall be stopped and reason for discrepancy identified before operation
is continued.
 The vessel’s deck crew, rig’s crane operator or representative must be readily
available and close at hand throughout any transfer operation.
continued
Rev 02: April 2019 2-75

Precautions  Sufficient warning shall be given by each party prior to changing over tanks.
during transfer  Facility, port or vessel’s valves should not be closed against a cargo pump.
Continued  If at any stage of the operation the vessel Master, Port Representative or Facility
supervisor are in any doubt as to the integrity of the operation, then that operation
shall be terminated.
 The loading rate shall be reduced to a manageable level to allow the vessel or
facility to top off her tanks safely.
 During periods of darkness, adequate illumination must be over the hose and
supply vessel throughout the operation.
 Note: Hydro-carbon transfers are only permitted during hours of darkness where
an approved work permit is in place and with Operations Manager’s approval
Simultaneous Simultaneous handling of deck cargo and bulk transfer using two hoses may be
bulk transfers acceptable, providing:
and deck cargo
 The Vessel Master and the Offshore Facility Person-in Charge (PIC) approve.
handling
 No more than one hydrocarbon product transferred at a time.
 Hoses are of the same length.
▲ CAUTION: Do not risk hose damage by chafing hoses against each
other.
Passing hoses to vessels is a hazardous operation. A trained person on the Facility
must be in direct communication with the deck officer and deck crew and supervises
this operation throughout.
The crane operator must have an unimpeded view of the vessel deck and be in radio
contact with deck personnel and the vessel bridge. In the event that hoses have to be
rapidly disconnected from the vessel manifolds, the crane operator must be ready to
pick up the hoses at short notice.
Pre-Transfer Appendix 10.3 contains a sample bulk transfer checklist that must be completed and
Checklist signed prior transfer operation to and from an Offshore facility.
Glycol and Glycol and methanol must only be carried in dedicated tanks and delivered through
Methanol dedicated systems. Methanol with its particular hazards, when carried on deck, must
Systems only be carried in specialized portable tanks as a sole deck cargo. The tanks must be
secured and adequate fire-fighting equipment must be laid out and ready for instant
use. All tools and connections used must be made up of approved material that will
not provide a source of ignition.
When methanol is carried in approved purpose built under deck tanks or above deck
tanks, the vessel master shall be given written safety procedures covering the loading,
carriage and discharge of these products. A copy of procedures shall be placed on
board the vessel prior to loading the cargo.
Rev 02: April 2019 2-76

Dry Bulk and Particular attention must be paid to the condition of hoses and connection. Worn
Cement section of hoses should be replaced prior to use as a blow-out can create a severe dust
equipment hazard as well as hazard from hoses whipping around under pressure.
See Appendix B.3 and B.4: Bulk Transfer Checklists.
Procedures should in place to confirm pressure is off the line prior to disconnecting of
hoses.
Fresh Water Only Vessels fitted with adequate air vents shall receive water direct from platform
Transfer from wells.
Platform Wells
The Master of the vessel shall ensure
 The fitting of Flame Screens or Flame Arrestors on all tank vents.
 All tanks slated for receiving fresh water are fully vented prior to and have their
vents fully open during the transfer operation.
 Air-conditioning system is functional and that a positive air pressure is maintained
in the accommodation.
 That a minimum of two crew members are in attendance during the transfer
operation.
 That the vessel’s main engines are on stand-by and ready for immediate
manoeuver during fresh water transfer.
The Master of the vessel shall enforce No-Smoking regulation outside of the
accommodation when within 500 meters of any platform.
The Platform PIC shall ensure

 That tests are carried out on water well samples weekly
 The establishment and maintenance of constant radio communication between
vessel and platform personnel at all times during transfer operation
 Platform personnel standby at fresh water connecting points throughout duration
of transfer
During fresh water transfer operation:

 Platform personnel shall ensure an initial slow pumping rate
 vessel’s crew shall stand well clear of vents of any tank being filled
 tanks designated for receiving fresh water shall be filled to overflow
Fresh water transfer shall be stopped whenever there is threat of thunderstorm and
recommence only when weather conditions improve.
Fuel Transfer See Appendix 10.10 – Fuel Transfer Procedures
Rev 02: April 2019 2-77

4.3 Passenger Transport and Transfer Operations

Transport of When in port, passengers must board the vessel via the approved gangway access
personnel provided (see Section 3.5, "In Port Operations," "Safe means of access"). Vessel crew
members must be in attendance to assist passengers as they board.
Reference: Section 3.5, "In Port Operations," "Safe means of access"
As passengers board, the Vessel Crew directs them to the dedicated passenger seating
area or lounge. The number of passengers boarding should be counted and confirmed
against the passenger list.
The following guidelines apply for passenger transport:
 Master or designee must provide a safety briefing to all passengers prior to vessel
departure addressing:
– Location of escape routes
– Location of lifejackets and donning instructions
– Location of muster points
– Fire and muster alarm signal
– Instructions on smoking
 Where passengers are accommodated on the vessel overnight further detailed
instructions should be provided.
 Passengers should not proceed on deck until instructed by the vessel crew.
 Passenger must wear personal protective equipment (PPE) during transfer
Reference: Section 2.3 "Personnel Protective Equipment (PPE)"
 Anticipating the case of emergency evacuation, the number of passengers must
not exceed the approved capacity of the vessel.
 Clear smoking areas must be identified.
 Passengers should not be allowed in other working areas of the vessel such as
bridge, engine room, or crew living areas.
 Passengers must not be allowed on deck during loading or discharge of cargo.
Rev 02: April 2019 2-78

Offshore Both Vessel Master and the passenger shall mutually agree to an offshore transfer
personnel method
transfer –
Before the action takes place.
general
Prior to all transfer of personnel offshore, the Master should:
 Evaluate the weather conditions, sea state and movement and condition of the
vessel as well as available free deck space to ensure personnel transfer takes place
in a safe manner. The Master of the vessel shall avoid beam seas to the extent
practicable in order to minimize vessel roll.
 Establish and maintain communication with the offshore Facility person in charge
and crane operator when applicable.
 Adequate deck space is available for transfer of personnel, where deck cargo must
be discharged prior personnel transfer
 Back loaded cargo from offshore facilities shall not be placed on the deck of
vessels until personnel transfers at that site have been completed.
 Achieve consensus with the Facility on the appropriate method of personnel
transfer.
 Ensure trained and competent crew members are available to instruct the
passengers in the transfer process and direct the crane operator.
Note: A Permit to Work and Job safety analysis Must be completed for all personnel transfer.
References:
International Marine Contractors Association (IMCA) M – 202, Guidance on
the Transfer of Personnel to and from Offshore Vessels and Structures.
Boat to Boat No Boat to Boat or Vessel to Vessel transfers shall be conducted offshore. The only
transfer exceptions are Mooring Masters and Government officials (e.g. customs,
Immigrations, ships agents etc.) transferring to or from export tankers via pilot ladder /
combination ladder.
Personnel transfer by use of a semi-rigid inflatable boat may be conducted – see
Zodiac Transfer below.
Pre-Transfer Appendix 10.6, 10.7, 10.8 contains a sample passenger transfer checklists for each
Checklist type of transfer mode that must be completed and signed prior transfer operation to
and from an Offshore facility/Vessel.
Gangway Where specially designed gangways, such as heave compensating gangways are used
transfer for passenger transfers between vessel and Facility, the guidance provided in Section
3.5, "In Port Operations," safe gangway access, plus the manufacturer’s guidance
notices should be followed.
Rev 02: April 2019 2-79

Transfer by Only vessels with a suitable fendering and freeboard or fitted with a suitable platform
Swing rope (or both) in relation to the height of the Facility landing platform must be used.
Broadside transfers must be avoided.
. Vessel Master and Crews should be guided by the following during transfer by swing
rope:
 Confirm area around the landing platform is clear of obstructions, including
suspended ropes and fouled mooring ropes that may be submerged.
 Vessel to set up in most appropriate position and heading and maintain station for
no less than 5 minutes before any transfers are permitted, regardless of the
environmental conditions.
 Confirm movement of vessel is within safe limits.
 Confirm lifebuoy and personnel rescue equipment is ready for immediate use.
 Where possible, at least two crew members must be available to assist passengers
during transfer with Facility personnel in place to assist at the Facility landing
platform area.
 Ensure passengers are wearing the appropriate PPE, including appropriate
floatation device.
 Ensure passengers have received briefing in the transfer procedures.
 Confirm passengers have indicated their fitness and willingness to perform the
transfer
 Ensure landing areas are clear.
 Ensure the swing rope is in apparent good condition and not coated with oil, mud,
or chemicals.
 Ensure that the correct swing rope is used – Outboard for swinging to the vessel
and inboard for swinging from the vessel.
 Passengers must not be carrying luggage. Luggage (including hand luggage) must
be transferred separately.
 Direct passengers when to swing across.
Direct transfer Only Facility’s fitted with suitable designed landing platforms or stairways and where
(Surfer) vessels are fitted with suitable corresponding passenger transfer arrangements such as
"V" notch or Surfer design bows and transfer platforms, should be used for direct
transfer of personnel.
Vessel Master and Crews should be guided by the following during direct transfer
operations:
 Confirm area around the landing platform is clear of obstructions, including
suspended ropes and fouled mooring ropes that may be submerged.
 Confirm movement of vessel is within safe limits.
 Confirm lifebuoy and personnel rescue equipment is ready for immediate use.
 Where possible, at least one crew member must be available to assist passengers
during transfer with Facility personnel in place to assist at the Facility landing
platform area
 Ensure passengers are wearing the appropriate PPE.
Rev 02: April 2019 2-80

Direct transfer  Ensure passengers have received briefing in the Surfer transfer procedures.
(Surfer),  Confirm passengers have indicated their fitness and willingness to perform the
continued transfer
 Ensure landing areas are clear.
 Passengers must not be carrying luggage. Luggage including hand luggage must
be transferred separately.
 Direct passengers when to step to or from the vessel platform.
Direct transfer between vessels offshore is not permitted unless:
 Vessels are fitted with appropriately designed transfer arrangements such as V
notch stairways and notch bow design arrangement (for example, direct transfer
[Surfer] above)
 From and to a tanker is via the tanker gangway and pilot ladder (Combination
Ladder) arrangements
Note: Company may conduct onshore training of passengers prior to their departure offshore.
See Appendix 9.11 – Safe Surfer Operations Procedure
Transfer by During transfer by basket or FROG, Vessel Master and Crews should be guided by the
basket or following:
FROG
 Access to and from the passenger waiting area and basket or FROG is clear.
 Passengers remain in designated area until directed by vessel crew.
 Passengers are wearing the appropriate PPE. (Where passengers are required to
wear a hard hat, chin straps should be used.)
 Passengers have received briefing on the transfer procedures (for example,
receiving a toolbox talk, watching a FROG video, and so forth).
 Confirm passengers have indicated fitness to perform transfer
 Luggage is properly stowed within the basket or FROG, only small hand items
should be loaded; larger luggage items should be transferred via container or open
basket.
 Passengers are correctly seated and secured (FROG), or standing in the right
location, facing correctly and holding firmly on to the netting (Basket) in the
prescribed manner.
 Passengers numbers don’t exceed the designated carrying capacity
 Other deck cargo lifting operations instructions are followed.
Note: Personnel transfer by personnel basket shall only be carried out during daylight hours except
in an emergency
Continued
Rev 02: April 2019 2-81

Zodiac Personnel may be transferred between offshore locations and vessels using semi-rigid
Transfer inflatable boats ‘Zodiac’.
The following applies:
The boats shall have the following items stored in a suitable weather-tight container
on board while in operation:
 Four (4) litres of drinking water
 One (1) jack knife
 One (1) adjustable spanner
 Two (2) hand-held flares
 One (1) signaling mirror
 One (1) signaling torch (with spare bulb and battery)
 Two (2) Portable VHF Radio with fully charged batteries
 One (1) Paddle
There shall be a "Deadman" switch on all zodiacs operating in the Company field.
A boat transfer checklist shall be completed prior transfer as contained in appendix
10.9
The Vessel Master may approve the use of the Zodiac after considering all possible
alternatives and confirmed:
 The necessity for transfer
 The fitness and competence of the persons to be transferred
 The wind and sea state limitations on zodiac operations (wind speed shall not
exceed 20 knots and a sea state creating a deck heave of not more than 1.5 meters)
 That satisfactory communications has been established between the mother vessel,
the Zodiac and the destination of zodiac.
 Visibility is greater than 1 nautical mile.
A rescue quoit and buoyant line shall be made available and maintained on the Zodiac
for towing.
Only diesel engine driven Zodiacs shall be permitted for passenger transfers within the
500 meter zone. This does not apply to vessel’s rescue boats, MOB Boats and FRC’s
that are approved under the vessel’s LSA certificate.
There shall be no fuel transfer while passengers are in the Zodiac, only disconnection
and reconnection to approved fuel containers shall be allowed.
A look-out man with hand-held radio shall be posted on the mother vessel to keep the
Zodiac in sight at all times. The Zodiac shall be acquired as a radar target by the
mother vessel and tracked until its safe return to the vessel.
The Zodiac shall at all times have a coxswain and one other person referred to as
helper or attendant while in operation. Boarding and disembarkation shall be carried
out in an orderly manner under the coxswain's direction.
continued
Rev 02: April 2019 2-82

Zodiac The master of the vessel shall ensure that:

Transfer
 Inspections of the Zodiac are carried out and confirm that the Zodiac is fully
Continued
operational.
 All personnel being transferred wear suitable protective clothing and a properly
secured and approved lifejacket (type III). Lifejackets shall be in a good and
serviceable condition and shall be fitted with a light and whistle.
The coxswain shall ensure an even and safe distribution of personnel. The coxswain
shall ensure that luggage is stowed in the center of the boat and not carried by
personnel while Zodiac is in transit.
Personnel shall not stand up or change their positions during passage unless under
instructions from the coxswain.
All personnel being transferred shall ensure that they
 Understand the transfer procedure.
 Understand the use of the safety equipment provided.
 Observe all instructions issued by those in charge of the transfer operation.
Personnel transfer using a Zodiac shall only take place in good visibility during
daylight hours Exceptions shall only be allowed for emergency response to life
threatening injuries and significant environmental contingencies.
The crew on the Zodiac shall have a portable radio set and shall be able to
communicate with the mother vessel. This radio shall be tested before
commencement of Zodiac transfer.
It shall be firmly established that both radio and visual communication can be
maintained between Zodiac and mother vessel at all times.
Materials or luggage shall be loaded first. There shall be no throwing of objects into
the zodiac, all objects shall be hand held and passed on to the coxswain's assistant.
When disembarking, it shall be personnel first before materials.
Note: Towing of a Zodiac with personnel on board is strictly prohibited.
A dedicated boarding area or "Rescue Zone" shall be provided on the mother vessel
from where all zodiac transfers shall take place. This area and the immediate deck
area inboard shall be kept free of all obstructions. The mother vessel shall provide a
Zodiac Ladder or an alternative approved safe means of access for personnel
embarking / disembarking vessel to or from the Zodiac.
The destination of the Zodiac must be in sight before Zodiac proceeds from its
location. It is preferred that the distance to be traveled by the Zodiac shall be kept to a
minimum, but in any case not farther than 0.5 nautical mile.
Rev 02: April 2019 2-83

5.0 Support Vessel Operations

Overview
Introduction This chapter provides guidance on the varying Support Vessel activities including,
anchor handling and tanker assist operations.
5.1 Anchor Handling and Rig/Barge Move Operations ................................ 2-8595

5.1.1 Stability .......................................................................................................
5.1.2 Communications .........................................................................................
5.1.3 Planning ......................................................................................................
5.1.4 Rig/Barge Move Management of Change ..................................................
5.1.5 Incident Notification ...................................................................................
5.1.6 Master Responsibilities ...............................................................................
5.1.7 Equipment and Safeguards .........................................................................
5.1.8 Cross Track Distance ..................................................................................
5.1.9 Vessel Equipment .......................................................................................
5.2 Tanker Assist Operations ............................................................................... 2-96
5.2.1 Communications and Operational Checks ..................................................
5.2.2 Approach.....................................................................................................
5.2.3 Static Towing and Departure ......................................................................
5.2.4 Hoses and Export Tanker Mooring Hawsers ..............................................
5.2.5 Harbor Towage ...........................................................................................
Rev 02: April 2019 2-84

5.1.0 Anchor Handling and Rig/Barge Move Operations

Introduction This section is intended to provide guidance for safe anchor handling operations. It
should be read in conjunction with Chapter 8 ‘Field Operations’, international
guidelines, vessel operator procedures, drilling rig operator procedures and procedures
such as those produced by Company for a specific rig move.
Anchor handling involves a number of special marine operations. The high tensions
experienced in chains and wires may cause high heeling moments and transverse or
astern (or both) movements of the anchor handling vessel. The vessel's motion
through the water may also be affected by high hauling speed on the anchor handling
winch or as a result of any loss of bollard pull effect. The vessel may be pulled astern
at speed by the resultant tension of a heavy anchor arrangement. Any simultaneous
loss of thrust, for any reason, on the vessel may lead to a rotation which would lead to
considerable additional transverse forces. Environmental conditions also influence the
operations. For these reasons, the vessel's stability must be closely monitored.
Operations on deck involve other hazards of which all personnel should be aware.
It is not possible to describe every anchor handling situation as all operations are
different. They range from relatively simple (setting a buoy, jewelry, and anchor
arrangement in shallow water) to complex (moving a semi-submersible drilling rig
with multiple anchors and vessels in deep water) but general guidelines for stability,
winch handling, and anchor handling operations follow.
References
 Marine Safety Forum, Vessel specific Anchor Handling Manual
 Norwegian Maritime Directorate Report on Safety Measures for Anchor
Handling vessels and Mobile offshore vessels
 G-OMO (Guidelines for Offshore Marine Operations) Revision: 0611-1401
Field Company Field Operations Chapter 8 of this document provides guidance to the safe
Operations and prudent movement of Jack-up drilling rigs, self-elevating work over platforms and
multi point moored barges operating in the Company field.
Rev 02: April 2019 2-85

5.1.1 Stability
Introduction Masters of anchor handling, tug, supply (AHTS) vessels must ensure that the vessel
has adequate stability at all stages of any anchor handling operation.
Any limiting criteria in the approved Stability Booklet must be adhered to.
Stability of the vessel must be checked by stability calculations prior to the start of an
operation and calculations must take into account the potential change in
circumstances of an operation including worst case scenarios.
Prior to sailing, stability information must be documented and displayed on the
bridge, visible to the watch keeping officers, showing the acceptable vertical and
horizontal transverse force and tensions to which the vessel can be exposed.
Consumption The consumption of water or fuel from double bottom tanks along with any ballasting
of water or of the vessel has an effect on stability. Free surface effect from slack tanks or roll
fuel reduction tanks also have an effect and must be taken into consideration.
On commencement of anchor handling and towing operations sufficient fuel and water
must be onboard to provide adequate stability throughout the operations. This
facilitates adequate vessel draft to provide propeller and thruster immersion for
required maneuverability and thrust.
Watertight All watertight doors on deck and in the under deck spaces shall be shut during anchor
doors handling and towage operations except for access. They should be marked as such.
Rev 02: April 2019 2-86

5.1.2 Communications
Introduction Clear communications between all parties involved in anchor handling/towage are
paramount to ensure a safe operation. Critical stages of the operation should be clearly
communicated between the barge/rig and barge/rig and AHTS (for example, when an
AHTS is crossing flow lines or subsea equipment when undertaking a barge or rig
move with an anchor double secured on deck). The facility or Rig/Barge needs to be
informed that anchor handling operations are underway and expected time period.
Generally, a dedicated Very High Frequency (VHF) or Ultra High Frequency (UHF)
channel is designated that does not interfere with other channels used in the area of
operation or with internationally recognized distress channels. Alternative channels
are also designated. Additionally communications are maintained by satellite, email,
or fax.
Communications can be considered as internal and external as follows.
Internal Internal communications includes:

communicatio
 On the AHTS bridge between the Officer on Watch and winch operator
ns
 On the AHTS bridge between the Officer on Watch and positioning surveyor
 Between the AHTS bridge and the engine room
 Between the AHTS bridge and the deck crew
 Between the deck crew themselves
External External communications includes:

communicatio
 Between the AHTS and facilities in proximity to the operation
ns
 Between the AHTS and rig/barge crane driver
 Between the AHTS and Rig/barge Person in Charge (PIC)
 Between the AHTS and other vessels involved in the move
 Between the AHTS and passing vessel traffic
Rev 02: April 2019 2-87

5.1.3 Planning
Pre-rig/barge Anchor handling associated with a rig/barge move requires extremely detailed
move meeting planning. A pre-rig/barge move meeting may typically involve the following
personnel:
 Company Drilling Superintendent
 Company Drilling Engineer monitoring the rig move
 Company Operations Superintendent
 Company Marine Superintendent
 Company Drilling Supervisor (Company Man) on rig
 Company Barge Mover (on the barge)
 Company and Contractor project management teams.
 Production Facility PIC (If production facility potentially affected by move)
 Rig/barge Contractor Marine Superintendent (Tow Master) PIC of move
 Rig/barge Manager
 Rig/barge OIM
 Barge anchor foreman and tower operator
 Masters of AHTS involved in move when practical
 Surveyor responsible for rig move positioning, including Company QA/QC
surveyor
 Mooring consultants on board the AHTS or the rig/barge
Rig/barge The complete move from one location to another is discussed and referenced to the
move plan rig/barge move plan. Responsibilities and expectations of each party are clearly
meeting documented. Each individual operation that makes up the rig move is covered on the
AHTS by a comprehensive Job Safety Analysis (JSA) for the operation in question.
The same applies for operations carried out on the rig or barge.
The entire operation is risk assessed against the plan using the Company formal risk
assessment process.
Typical topics discussed are:
 Weather, sea, and current limits for operations to proceed.
 Historical environment data for mooring or DP analyses as well as site-specific
weather forecasts for the duration of operations.
 Other field activities that may conflict with the operation, including helicopter
operations (SIMOPS).
 Rig/barge operations that can continue during a move and operations that must be
suspended until the move is partially or wholly complete.
 Management of change and approvals required to depart from the original rig
move plan.
 Incident notification protocol.
 Mooring analysis calculations on each anchor leg showing the configurations
including range, bearing, tension, catenary and calculated anchor holding power
showing minimum and maximum dynamic tensions Pre-tensioning, cross tensioning,
and holding tension values and sequence are also to be included. . A worst case
single line failure shall be incorporated into the mooring analysis
continued
Rev 02: April 2019 2-88

5.1.3 Planning, Continued
Vessel move  Number of vessels to be used for the move and each vessel positioning.
meeting plan,  Adequate stability of all vessels engaged in the operation.
continued
 Inspection, by Company, of AHTS(s), including towing equipment and associated
gear.
 Installation of survey packages to give real time positioning (absolute and
relative) to the rig and subsea infrastructure. Onboard surveyor conducts position
monitoring.
 Towing method and safest route to new location taking into account other field
simultaneous operations (SIMOPS) (for example, tanker exports, passing traffic,
inter-field traffic,).
 Emergency Response Plan, including procedures and contact information for
various scenarios.
 Navigation warnings of impending rig move.
 Unmooring sequence and anchor recovery from current location.
 Maximum length of the AHTS work wire and buoy riser pennants
 Security of recovered anchors on the AHTS or rig bolsters when crossing flow
lines or other subsea infrastructure.
 Clear understanding of water depths, seabed conditions, seabed survey
information, subsea layout and the safety corridors, exclusion zones and minimum
horizontal and vertical distance to be maintained from any subsea infrastructure.
 Approach and Mooring sequence and anchor deployment at new location.
 Procedures to adopt for anchor slippage (re-run or recover and inspect and if
required piggy-back).
 Final positioning information report.
 Designated AHTS VHF security announcements.
Less complex A less complex operation such as setting a standby buoy at a specific location with an
operation anchor and associated jewelry still merits careful planning. A JSA or task based risk
assessment (TBRA) is required to be prepared, read, understood, and signed by all
participating in the operation.
A Marine representative on behalf of the Company should be present to interface with
the Vessel Master during this type of operation.
Rev 02: April 2019 2-89

5.1.4 Rig/Barge Move Management of Change
Overview Any departure from rig/barge move or anchor handling plan or procedures is only
acceptable if agreed between all parties involved. Any deviation from the plan or
procedure shall only be permitted after a risk assessment has been carried out in
accordance with the agreed management of change process.
Where possible, all rig/barge move vessels are issued with a copy of the rig/barge
move plan or procedure prior to departure from port. The vessels are fully briefed on
the proposed move operation and shall confirm that their vessel is capable of carrying
out the proposed operation. Vessel Masters are required to review the plan or
procedure and comment accordingly.
Where a port visit to each vessel is not possible, the plan or procedures are issued to
the vessels offshore. The Rig Mover then briefs each Vessel Master on the plan or
procedure.
The plan or procedures developed must be followed as closely as possible, having due
regard for the limitations of the rig/barge and attending vessels. Should any departure
be necessary, the integrity of all surface and subsea equipment shall be safeguarded at
all times.
Notwithstanding, the Drilling Supervisor, PIC, and Rig Mover shall be notified of any
departure from the plan or procedures. If deemed necessary, operations should cease
until a new risk assessment and modified plan or procedures are agreed upon. This
may require consultation with personnel beyond the rig or barge to include the
underwriter, senior personnel at the local offices, or the head offices if necessary.
Any change that would affect safety, environment, or the subsea installations exposure
shall be reviewed with the Drilling Operations Superintendent.
Examples of The following examples could be deemed adding risk to the moving process and
risk to the would require approval by the Marine Operations Manager:
moving
 Changes to the approved anchor pattern
process
 Unplanned change of key personnel (for example, AHTS Master, Surveyors, and
so forth)
 Reduced equipment capability (for example, loss of a radio channel, reduced
vessel towing power, damaged work wire, and so forth)
 Any changes to the associated platform operating conditions
 Reduced clearance with a subsea installation due to a loss of tension on a mooring
leg
 Discrepancies between the actual mooring line tensions and those predicted in the
Mooring Analysis
The above changes do not cover all possible departures from this procedure. If in
doubt on the occurrence of a change, notify the Marine Operations Manager.
All approved changes are to be documented with the name of the person who gave
final approval in the Rig Move Log maintained by the Rig Mover.
Rev 02: April 2019 2-90

5.1.5 Incident Notification
Incident Vessel Masters must immediately report any defect, near miss, or incident that occurs
notification during anchor handling or rig moving to the PIC of the operation. They should also
report to their owner or operator and Company through the established incident
reporting procedure.
Reference: Section 4.7, "Incident Reporting and Investigation"
Any incident or unplanned event encountered during a rig move shall be reported
immediately to the Marine Operations Manager. This is to allow the Marine
Operations Manager to assess whether the operation may safely continue or if any
other action is required (for example, survey of subsea facilities, review of procedures,
checking of equipment, and so forth).
"Unplanned event" is intended to include any undesirable event that may have affected
the safety or integrity of the mooring operation, subsea facilities, and so forth. It
should also include situations where there has been a loss of operational control or
communications. It is important that those performing the work pause and allow the
Marine Operations Manager to independently consider the implications of an
"unplanned event" rather than taking the burden of responsibility.
The Rig Mover contacts the Marine Operations Manager to advise him or her of any
situation requiring further reporting or investigation.
Rev 02: April 2019 2-91

5.1.6 Master Responsibilities
Vessel Master Vessel Masters are responsible for the safe operation of their vessels and the safety of
responsibilities their crew and any other personnel present on the vessel at all times and shall ensure:
At any time during operation the Master may take immediate action to safe guard the
vessel and crew, including wire release.
 The AHTS has adequate stability at all stages of any anchor handling operation.
 That the Rig/barge Move Contractor is provided with a copy of the AHTS
stability report.
 The vessel and equipment is fully operational at all times.
 That bridge, engine room, and deck manning levels comply with Company
(including any additional manning requirements when in any 500-meter safety
zone) and International Maritime Organization (IMO) Standards for Training,
Certification, and Watch-keeping (STCW) requirements and that all crew receive
adequate rest periods.
 The Master must take adequate rest periods and ensure a competent officer is
available to relieve him or her.
 The vessel has sufficient consumables (for example, fuel, lubes, water, stores) to
complete the operation without interruption.
 The PIC is to be advised immediately of any problem or potential problem that
may compromise the ability of the vessel to continue or conduct any aspect of the
intended operation.
 The Rig/Barge mover instructions are followed throughout the rig/barge moving
and anchor handling operation.
 The PIC is to be informed of any aspect of the operation that causes concern.
 Suggestions or improvements to the operational plan are offered if identified.
 All rig/barge anchor handling equipment including chasers, swivels, pennants,
sockets, shackles, anchors, and attachments are inspected and any defects reported
to the Rig/Barge mover.
 Winch line counters are functioning, properly calibrated, and periodically
confirmed against winch drum layer and wrap charts which shall be readily
available at all winch control stations.
 Line out / tension meters where fitted are operational and calibrated.
 Ensuring completion of onboard Risk assessments, JSA’s and toolbox meetings
Rev 02: April 2019 2-92

5.1.7 Equipment and Safeguards
Equipment Equipment and safeguards include:

and safeguards
 Anchors and Clearance Requirements:
– Anchors shall be bolstered on the rig or decked and double secured on an
AHTS while traversing subsea equipment or pipelines.
– Anchor handling and anchor drop point clearance requirements from subsea
equipment and pipelines and exclusion zones must be included in the plans.
 Mooring/towing Wires:
– Mooring wire tension and catenary shall be strictly controlled and vertical
clearance requirements from pipelines must be established and maintained
including use of mid line buoys
– Total tow wire length should reflect the minimum catenary for the appropriate
water depth and location of subsea installations and pipelines.
Rev 02: April 2019 2-93

5.1.8 Cross Track Distance
Cross track Minimum cross track error along the run-line should be maintained by adjusting
distance vessel heading. Should difficulties be encountered achieving this, the Tow Master /
Rig Mover must be informed immediately.
Rev 02: April 2019 2-94

5.1.9 Vessel Equipment
Anchor Anchor handling vessel equipment requirements should be established and typically
handling include:
Vessel
 Joystick/Poscon Control
equipment
 Main Tow winch 1 x 1000 m Tow Wire (minimum) plus certificated spare wire
 Double drum Tow and Anchor Handling winch with drag brake feature
 Work winch with 1 x appropriately sized pennant wire
 Hydraulic Towing Pins and Sharks Jaws/Karm fork
 Open Stern with stern roller for anchor decking and so forth
 1 x J-Hook or Grapnel
 2 x Tugger winches
 2 x Capstans
NOTE: The use of Pelican hooks is expressly forbidden for operations within
Company fields.
Survey spread A survey spread is installed and calibrated onboard each AHTS by the assigned
surveyor and technician throughout the operation.
At all times the reference point offset is the stern roller.
A fully redundant Independent Gyro and DGPS Navigation package must be provided
for rig positioning during the rig move operation. The rig move package is capable of
monitoring the rig and AHT position at all stages of the operation.
The AHTSs should be equipped with a heading stabilized navigation system, linked
by duplex telemetry to the rig system, to ensure the correct deployment of anchors.
The reference point on the AHTS for distance from the rig is to be passed to the Tow
Master. Where possible, the reference point is the stern roller.
The installation and operation of the navigation package shall be the responsibility of
the Rig Positioning Supervisor who provides continuous position information to all
interested parties as required.
Rev 02: April 2019 2-95

5.2 Tanker Assist Operations

Introduction This section provides guidance on tanker assist operations at Company’s Offshore
tanker loading facilities;
 Yoho: Tandem mooring to a weather vanning floating storage and offloading
vessel (FSO)
 Erha: A Single buoy mooring (SBM).
 Usan: A Single buoy mooring (SBM).
 Bonny River Terminal (BRT): Quay side.
 QIT: Two Single buoy moorings (SBM)
These tanker assist operations are carried out using line handling tugs and / or Anchor
handling tugs, herein referred to as the towing vessel.
A towing vessel or crew boat is typically used to transport the Mooring Team
personnel to the export tanker along with the mooring equipment basket. They then
board the tanker either by personnel transfer basket or by combination pilot ladder and
accommodation ladder.
The towing vessel Master must ensure that the vessel has adequate stability at all
stages of the operation. Draft and trim are appropriate to the prevailing conditions
such that the vessel is able to deliver the required bollard pull throughout the
operation.
During all towing or tanker assist operations personnel must be aware of potential
parting of the towline and keep clear of the potential "snap back" areas. Tow deck
areas should be kept clear and restricted to authorized personnel only.
Rev 02: April 2019 2-96

5.2.1 Communications and Operational Checks
Communicatio A primary designated VHF or UHF channel is utilized for communications between
ns the export tanker, towing vessel(s), and loading facility that does not interfere with
internationally recognized distress channels or other facility operations. A secondary
back up channel is also designated.
The towing vessel is under the direction of the Mooring Master(s) supervising the
export tanker operation.
Operational The towing vessel(s) shall utilize a pre-towing checklist to confirm vessel readiness;
checks The checklist includes:
 Confirm all power, propulsion, and steering gear systems are on line and
functioning without fault or restriction.
 Confirm communications are established
 Confirm towing equipment functioning and tow line has been prepared.
 Confirm Bridge manning level is correct.
 Assess weather and currents prevailing at the time.
 Review any weather forecast that may be available.
 Assess other traffic movements in the area.
 Advise all personnel that the vessel is about to commence tanker towing
operations.
 Ensure that all relevant personnel are advised that no maintenance tasks are
undertaken that could compromise the unrestricted use of the power, propulsion,
or steering systems.
 Confirm the engine-room is manned.
 Confirm watertight doors are closed.
 Confirm no hot work is being conducted (welding, incineration) – any Hot Work
Permit to Work to be withdrawn.
Note: The Master confirms to the export tanker Mooring Master vessel readiness.
The towing vessel Master ensures that the deck crew are wearing all required personal
protective equipment (PPE) and tests communications between the bridge and
working deck. At all times the deck crew positions themselves safely on the working
deck with regard to the towing operation.
Rev 02: April 2019 2-97

5.2.2 Approach
Tanker assist Typically 2 towing vessels are used for Tanker mooring approach, securing and hose
operations handling support operations to the FSO.
(approach to
 One larger towing vessel is secured to the stern of the tanker on approach and
FSO)
remains secure throughout Tanker mooring and loading operation
 The second towing vessel is used to transfer the tandem mooring hawsers to the
bow of the export tanker and once the tanker is secure, tow the loading hose to the
export tanker manifold. This towing vessel remains on location throughout the
operation and assists with hose disconnection on loading completion.
Reference: Yoho Marine Terminal Regulations Manual and Operating

Procedures
The typical operational steps for connection of the towline to the tanker are:
 The towing pennant is connected to the tow wire and where required positioned
using a tugger winch between the towing pins ready to receive the export tanker
heaving line and messenger. The pennant and tow wire are examined for any
defects and rejected for use if not suitable.
 On direction from the Mooring Master on the stern of the export tanker the towing
vessel approaches the export tanker. The export tanker ideally makes headway of
about 0.5 knots with the rudder mid-ships and propeller stopped or at zero pitch.
 The towing vessel makes a final approach stern first at the minimum required
speed and heading, such that in the event of any propulsion failure, the towing
vessel avoids contacting the rudder of the export tanker.
 Once close enough to receive a heaving line from the export tanker, the towing
vessel holds position and the heaving line is transferred followed by a messenger
line. The towing vessel deck crew connects the messenger line to the towing
pennant and the tanker deck crew heaves the pennant on board the tanker and
secures it on the designated towing bitts or towing bracket utilizing the large eye
on the towing pennant. Throughout this operation, the towing vessel holds safe
position close to the tanker stern and pays out slack on the tow wire as required
facilitating connection on the tanker.
 Once the towing pennant is confirmed secure on the export tanker and the tanker
deck crew clear, the towing vessel, on direction from the Mooring Master, moves
away from the stern of the tanker paying out the tow wire to initial tow length
determined by sea state (normally about 250meter). The towing vessel keeps in
line with the tanker and applies power as directed by the Mooring Master.
 The Mooring Master maneuvers the export tanker to the final approach position
directing the towing vessel power settings and heading as required.
 Throughout the approach, the towing vessel monitors the wind current and
weather by all available means (including radar) to assist any early detection of
squalls or rip tides (Solitons) that might impede the export tanker approach and
reports such to the Mooring Master.
Continued
Rev 02: April 2019 2-98

5.2.2 Approach, Continued
Tanker assist  During final approach, the Mooring Master directs the towing vessel(s) position
operations and power as required. Each stage of the mooring operation is monitored by the
(approach to towing vessel. Once the export tanker is secured to the facility with hawser(s)
FSO), secured in the stoppers and settled the towing vessel is directed to pay out
continued additional towline to about 450 meters and apply a specific power setting and
maintain position in-line with the export tanker.
Tanker assist Typically 2 towing vessels are used for Tanker mooring approach, securing and hose
operations handling operations to an SBM.
(approach to
 During the approach no towing vessel is secured to the export tanker
SBM)
 One towing vessel is positioned to pass the SBM mooring hawsers to the export
tanker as she makes final approach to the SBM, and once the export tanker is
securely moored is relocated to the stern of the tanker where she will be secured
throughout the loading operation.
 The second towing vessel is used to keep the hoses clear during the tanker
approach and then tow the loading hoses to the export tanker manifold. This
towing vessel remains on location throughout the operation and assists with hose
disconnection on loading completion.
Reference: Erha and QIT Marine Terminal Regulations Manual and
Operating Procedures.
The typical operational steps for connection of the towline to the tanker are:
 The towing pennant is connected to the tow wire and where required positioned
using a tugger winch between the towing pins ready to receive the export tanker
heaving line and messenger. The pennant and tow wire are examined for any
defects and rejected for use if not suitable.
 On direction from the Mooring Master on the stern of the export tanker the towing
vessel approaches the export tanker.
 The towing vessel makes a final approach stern first at the minimum required
speed and heading, such that in the event of any propulsion failure, the towing
vessel avoids contacting the rudder of the export tanker.
 Once close enough to receive a heaving line from the export tanker, the towing
vessel holds position and the heaving line is transferred followed by a messenger
line. The towing vessel deck crew connects the messenger line to the towing
pennant and the tanker deck crew heaves the pennant on board the tanker and
secures it on the designated towing bitts or towing bracket utilizing the large eye
on the towing pennant. Throughout this operation, the towing vessel holds safe
position close to the tanker stern and pays out slack on the tow wire as required
facilitating connection on the tanker.
 Once the towing pennant is confirmed secure on the export tanker and the tanker
deck crew clear, the towing vessel, on direction from the Mooring Master, moves
away from the stern of the tanker paying out the tow wire to tow length
determined by sea state (normally about 450meter).
 Towing vessel Master must monitor state of sea and current throughout the
operation
Rev 02: April 2019 2-99

5.2.3 Static Towing and Departure
Tanker assist For the duration of the loading operation the towing vessel monitors the tanker
operation position relative to the facility and reports hourly the power setting and wind, weather
(static towing) and current direction, and velocity to the Mooring Master. If a line squall or rip tide
(Soliton) approaches, the towing vessel should anticipate the effect that it has on
position keeping and be prepared to increase power and thrust to counteract the
effects. The aim is to keep constant tension on the mooring hawsers allowing the
tanker to weathervane to the changing conditions without shock loading the mooring
hawsers.
If, as a result of adverse weather conditions, sustained high power usage on main
engines and thrusters causes the towing Vessel Master concern he or she should
immediately inform the Mooring Master. If at any time any defect on the towing
vessel develops the Mooring Master shall be informed so that an assessment can be
made as to the continued safety of the operation.
Tanker assist On completion of export tanker loading, the manifold hoses are disconnected.
operation Unmooring then commences.
(departure)
The towing vessel reduces power as directed allowing the mooring hawser(s) to
become sufficiently slack to be let go from the tanker stoppers. Once hawsers are
released and paid out, the towing vessel is directed to apply power to tow the tanker at
a low speed astern, such that the hawsers and mooring pick up ropes can be paid out in
a controlled manner without risk of fouling the floating export hoses or any tanker
fixture. Once clear of the bow the Mooring Master directs the towing vessel to tow the
tanker to a designated position at a safe distance from the facility.
When at a safe distance from the facility the Mooring Master takes all the way off the
export tanker. The towing vessel shortens the tow wire and approaches the stern of the
export tanker to a safe position. The export tanker deck crew removes the pennant eye
from the bitts or towing bracket and pays out the slack in a controlled manner. The
towing vessel winches in on the tow wire picking up the slack until the towing
pennant eye is safely on deck and the tanker messenger detached. The towing vessel
then moves clear of the tanker and completes the operation.
Rev 02: April 2019 2-100

5.2.4 Hoses and Export Tanker Mooring Hawsers
Hoses and Towing vessel engaged in hose handling and mooring hawser handling are guided by
export tanker the following:
mooring
 Ensure adequate stability is maintained at all stages of the operation.
hawsers
 Ensure draft and trim are optimized for the prevailing conditions, particularly if
required to recover hoses over the stern roller.
 Complete Operational checks – see above.
 Ensure deck crews are wearing correct PPE and communications are checked.
 Make sure at all times the deck crew positions themselves safely on the working
deck with regard to the hose handling and hawser handling operations.
 Check that the mooring hawser(s) and pick up ropes are clear of the hoses.
 Carefully retrieve the hose end pick up ropes ensuring that they do not foul the
propellers
 If required and directed winch the hoses over the stern roller (avoiding kinking or
excess load on the hoses) and secure them on deck, ready to pass to the export
tanker. Inspect the hose end assemblies and report any defects to the Mooring
Master. Replace any defective shackles or jewelry.
 Take up a position prior to export tanker final approach such that the hoses are
held clear of the export tanker approach path or as directed by the Mooring
Master.
 When holding the hoses clear, avoid applying any excess tension to the hose
strings that could damage the hose or integral breakaway couplings.
 Monitor the distance and speed of approach of the export tanker and exchange
information with the Mooring Master. Inform the Mooring Master of any changes
in current and velocity or other changing conditions. Continue to monitor the
position of the export tanker relative to the facility until such time as advised not
to by the Mooring Master.
 When passing the hoses to the export tanker crane (avoiding any shock loads)
ensuring that the lifting pennants do not foul any part of the vessel structure and
that the vessel does not contact the tanker hull unless properly fendered and
weather conditions permit.
 Follow clear deck practices when transferring hoses, hose equipment box etc. See
section 4.1
Rev 02: April 2019 2-101

5.2.5 Harbor Towage
Introduction Harbor towage operations are provided to tankers calling at the Company’s
Bonny River terminal (BRT).
Reference: Port Information and Terminal Regulations for Bonny River NGL
Terminal
Communicatio During tanker assist operations it is important that clear communications between the
n Pilot on the tanker and each of the tug Masters is maintained. A clear protocol must
be in place that addresses:
 Tug identification, this may be either by tug name or location in relation to the
Tanker.
 Tug, pull or push power requirements, this being usually expressed as a
percentage of the tug power.
Example: Pull 50 percent
 Direction of tug pull, this being usually expressed in relation to the bow of the
Tanker using the clock notation
Examples:
 12 o'clock pull equals direct pull ahead on the Tanker bow.
 6 o'clock pull equals direct pull astern on the tanker for the tug positioned at
the tanker stern.
Tugs should be only directed to push the export tanker at the push points which should
be clearly identified on the hull.
Pre-towing The towing vessel(s) should utilize a pre-towing checklist to confirm vessel readiness:
checklist
 Confirm all power, propulsion, and steering gear systems are on line and
functioning without fault or restriction.
 Confirm towing equipment functioning and tow line has been prepared.
 Confirm Bridge manning level is correct taking into consideration maneuvering
and tow winch control layout.
 Assess weather and currents prevailing at the time.
 Close weather tight doors.
 Assess other traffic movements in the area.
 Ensure that all relevant personnel are advised that no maintenance tasks are
undertaken that could compromise the unrestricted use of the power, propulsion,
or steering systems.
 Confirm the engine-room is manned, or Engineer is available.
 Confirm no hot work on deck (welding, incineration) – any hot work Permit to
Work is withdrawn.
 Confirm communications are established with tanker and Pilot.
Rev 02: April 2019 2-102

6.0 Specialized Vessel Operations

Overview
Introduction This chapter provides guidelines on Specialized vessel operations including Dynamic
Position (DP), Remotely Operated Vehicle (ROV), and Dive Support vessel
operations.
Reference: Global Practice (GP) 30-01-01, Section 8.4, "Dynamic Positioning
Systems"
ExxonMobil Drilling & Subsurface Dynamic Positioning (DP) Guidelines
Revision 0.0 - October 2016
6.1 Dynamic Position (DP) General Information ......................................... 2-10413

6.2 DP Training and Competency ................................................................. 2-11417
6.3 DP Risk Assessment .................................................................................. 2-11823
6.4 DP Operations ........................................................................................... 2-12427
6.5 ROV Operations ....................................................................................... 2-12835
6.5.1 Environmental Conditions ..........................................................................
6.5.2 Hazards .......................................................................................................
6.5.3 Responsibilities ...........................................................................................
6.6 Dive Support Operations.............................................................................. 2-136
6.7 Other Offshore Specialized Vessels ......................................................... 2-14242
Figure 6-1 Example Capability Plot ................................................................................
Table 6-1 Classification Society DP Notations ...............................................................

Table 6-2 Common Position Reference Systems.............................................................
Table 6-3 Other Position Reference Systems ..................................................................
Table 6-4 Competency Requirements..............................................................................
Table 6-5 Qualifications for Engineers, Electricians and Electronics Officers ...............
Table 6-6 Example Risk Matrix (From IMCA Guideline) ..............................................
Table 6-7 Close Proximity Factors ..................................................................................
Table 6-8 Example DP OSV Capability Matrix ..............................................................
Rev 02: April 2019 2-103

6.1 Dynamic Position (DP) General Information

DP definitions IMO's, Maritime Safety Committee (MSC) Circular 645 Guidelines for Vessels with
Dynamic Positioning Systems is the principal internationally accepted reference upon
which rules and guidelines of other authorities and organizations, including
classification societies and International Marine Contractors Association (IMCA) are
based. It provides an international standard for DP systems on all types of new vessels
built after 01 July 1994.
The equipment classes are defined by their worst case failure mode as follows:
 Equipment Class 1: Loss of position may occur in the event of a single fault.
 Equipment Class 2: Loss of position is not to occur in the event of a single fault
in any active component or system. Normally, static components are not
considered to fail where adequate protection from damage is demonstrated, and
reliability is to the satisfaction of the administration. Single fault criteria include:
– Any active component or system (generators, thrusters, switchboards, remote
controlled valves, and so forth).
– Any normally static component (cables, pipes, manual valves, and so forth)
which is not properly documented with respect to protection and reliability.
 Equipment Class 3: A single failure includes:
– Items listed above for Class 2, and any normally static component is assumed
to fail.
– All components in any one watertight compartment, from fire or flooding.
– All components in any one fire subdivision, from fire or flooding including
cables where special provisions apply under the MSC Circular.
In addition, for equipment Classes 2 and 3, a single inadvertent act should be
considered as a single fault if such an act is reasonably probable.
Reference: IMCA, IMO MSC Circular 645, Guidelines for Vessels with
Dynamic Positioning Systems.
Continued
Rev 02: April 2019 2-104

6.0 Specialized Vessel Operations, Continued
Classification The table below provides an overview of four of the main classification society DP
society DP class notations and the equivalent IMO DP equipment classes. It is however prudent to
notations check with the relevant classification society in case of changes.
Table 0-1 Classification Society DP Notations
American Russian
IMO Lloyds Bureau of Marine
Equipment Register Shipping Bureau Veritas Det Norske Register of
Class (LR) (ABS) (BV) Veritas (DNV) Shipping
Class 0 DP (CM) DPS-0 DYNAPOS SAM DPS 0 DYNPOS-
AUTS
Class 1 DP (AM) DPS-1 Dynapos AM/AT DYNPOS AUT DYNPOS-1
Class 2 DP (AA) DPS-2 Dynapos AM/AT DYNPOS AUTR DYNPOS-2
R
Class 3 DP (AAA) DPS-3 Dynapos AM/AT DYNPOS AUTRO DYNPOS-3
RS
Note: A number of the classification societies have class equipment notations lower than class 1. An example is DNV
which has the notation DYNPOS AUTS. This is where the vessel is fitted with an automatic position keeping system, but
with no centralized back up manual control system. Lloyds Register has the notation DP (CM) which refers to a system
with a centralized manual control using a single position reference system and no redundancy. It has manual control with
an intelligent joystick. These systems are often referred to as DP (0).
Where these lesser systems are offered or stipulated as minimum specification requirements, the redundancy level and
control system capabilities or limitations must be understood and risk assessed.
Reference: DP Risk Assessments
Continued
Rev 02: April 2019 2-105

DP position The following tables provide a list of common position reference systems used in
reference connection with DP Systems.
systems
The table below includes the more common reference systems associated with typical
DP vessel operations.
Table 0-2 Common Position Reference Systems
System Description Comments

Fanbeam Laser beam with multi dash High accuracy.
cluster prism/: Measures May be impaired by fog, snow, or
distance and direction with the heavy rain, confused by bright
use of a laser beam against a lights close to target at night or
prism mounted at a fixed point(s) when sun shines directly at the
on the facility or rig. Fanbeam lenses and may suffer
interference from reflective items
in the area of the reflector such as
personnel with reflective clothing.
Radius / Passive Transponders High accuracy.
Radascan Based on measurement of Wide opening angles secure
reflected radar signals from a close-by operations, No moving
single or number of passive parts, Multi user feasibility,
transponders in the nearby area. Multiple transponder capability,
Each reflected signal is mixed Operates in all weather
with a unique ID to separate conditions, also extreme cold, ,
different targets from each other. Operates in license free radio
band, ATEX certified
transponders,
DGPS Differential Global Positioning 1 to 5 m accuracy.
System: A system that uses Requires independent correction
signals from navigation satellites signal.
and land stations with known
positions.
Taut Wire This system consists of a weight High accuracy, especially in
hanging on a wire that is lowered moderate water depth.
to the seabed. The vessel's Susceptible to strong tides
position or movement is resulting in inaccuracies,
registered by the change of angles maximum depth limitations,
in a sensor fixed to the wire's relative positioning only,
point of suspension onboard the possibility of weight dragging
vessel. The wire is kept taut by a resulting in position errors, can be
winch with tension function. mechanically damaged, or fouled.
Continued
Rev 02: April 2019 2-106

DP 6.0 Specialized Vessel Operations, Continued
DP position The following table lists other systems available but typically used for more
reference specialized DP operations and which require fitting of equipment on the facility or
systems, seabed.
continued
Table 0-3 Other Position Reference Systems
System Description Comments

DARPS Diffstar Absolute and Relative As above.
Positioning System: A system Often used on floating production,
that uses signals from navigation storage, and offloading vessel
satellites (Global Positioning (FPSO) tandem mooring
System [GPS] signals). The system operations where relative position
registers position for the vessel and of the tanker to the FPSO is
facility or rig. Based on this data required.
the system mathematically
calculates the relative distance
between the vessel and the facility
or rig.
HPR Hydro acoustic position Not suitable in shallow water.
reference: One or more
transponders deployed on the
seabed. They are activated to
transmit signals to a receiver
onboard the vessel.
The following additional guidelines are provided for use of the Fanbeam position
reference system.
 Only manufacturer supplied reflectors or prisms must be used; homemade
reflectors must not be used.
 Reflectors or prisms should be installed on the facility clear of other reflective
materials.
 Notices informing facility personnel of their importance should be posted.
 Prisms should be inspected and cleaned on a frequent basis.
 The location of reflectors or prisms must not be changed without going through
the proper management of change (MOC) process. Vessel Operators and Masters
must be informed of any changes.
 During DP operations facility personnel should be made aware and not work near
the reflectors or prisms with clothing containing reflective material.
 Lifts and moving of reflective material in the vicinity of the reflectors or prisms
during DP operations should be avoided at all times.
Continued
Rev 02: April 2019 2-107

DP FMEA/ The vessel operator must ensure that a Failure Mode Effect Analysis (FMEA) or
FMECA Failure Mode Effect Criticality Analysis (FMECA) of the DP system and where
appropriate the associated components and systems is conducted every five years or
immediately after significant hardware or software modifications. The main purpose
of the DP FMEA is to determine by analysis, the effects of single failures on the DP
system and the consequential effects on the ability of the vessel to maintain position
and heading.
For Class 2 and 3 vessels the FMEA should also determine the worst case failure
design intent (W.C.F.D.I.) and confirm the redundancy capability of the DP system.
Though classification societies may not require a FMEA for Class 1 vessels, it is
recommended that a DP FMEA is conducted to ensure the quality of the system
design and operation and to identify the effects of single failure on the operation of the
vessel.
A copy of the FMEA shall be retained onboard the vessel and the Master and those
involved in DP operations should have read and understood the report.
For Class 2 and 3 vessels the DP control system should include a software function
normally known as "consequence analysis" which continuously verifies that the vessel
will remain in position even if the worst case failure occurs. The consequence analysis
should provide an alarm if the occurrence of a worst case failure would lead to loss of
position due to insufficient thrust for the prevailing environmental conditions.
Guidance for Vessel Operators performing FMEAs can be found in International
Marine Contractors Association (IMCA) guidelines M 166 and M178.
References:
 IMCA, M166, Rev 01 Guidance on Failure Modes and Effects Analysis
(FMEAs), April 2016
Surveys and In addition to the FMEA requirements, the following Statutory and Classification
testing Audits survey and tests are required.
 Initial Survey: Includes complete survey of the DP system and includes a
complete test of all systems and components and the ability to keep position after
single failures associated with the equipment class.
 Periodical Survey: Conducted at intervals not exceeding five years and includes
complete tests as for the initial survey.
 Annual Survey: Shall be conducted within three months of anniversary date, to
ensure that the DP system has been maintained properly, is in good working
order, and meets the requirements of its assigned class notation.
 A survey either general or partial should be carried out every time a defect is
discovered and corrected, or an accident occurs, which effects safety of the vessel,
or when any significant repairs or alterations are made.
 Annual 3rd Party DP trial
 Flag State verification and Acceptance Document – (F.S.V.A.D.)
References:
 IMCA, DPVOA 127
Continued
Rev 02: April 2019 2-108

Pre-towing IMCA M 190 provides guidance for Vessel Operators performing surveys and testing.
checklist,
Copies of the report should be retained onboard and any recommendations from the
continued
report addressed and closed out as required.
It is important that the Vessel's key DP personnel actively take part in the trials,
provide input to, and change the trials to cover problem areas they have recently
found.
Reference: IMCA, M 190 Guidance for developing and conducting DP annual
trials programmes
Company DP Any vessel intending to use DP for during its work scope, in the Company field, is
Initial required to undergo an initial DP Evaluation
Evaluation
This requirement for a vessel to undergo a DP Evaluation is to ensure that the unit is
fit for the purpose of the intended work scope, and to identify areas that are exposed to
risk in terms of design, certification and management.
Prior to the DP Evaluation, the vessel owners/operators shall submit, in electronic
format the following documents :
 Vessel specific DP operations manual
 Last 3rd party annual trials report (+ - 3 months of the anniversary date)
 Last FMEA report
 DP capability plots, including WCFDI
 DP Incident log
 Current crew list
 Copy of DP Watchkeepers certification
 DP footprints (random samples)
 Copy of FSVAD Certificate
 Copy of Certificate of Class, detailing the DP notation
The limitations of the DP Systems shall be clearly understood and particular shall be exercised with regard to the safety of divers and the proximity and safety of fixed structures,
mooring chains, wires, etc.
Rev 02: April 2019 2-109

Company Live Prior to any DP Vessel commencing operations, a pre-defined live Company DP Trial
DP Trails shall be conducted on the Vessel, where all personnel and equipment in use during DP
operations will be function checked as operational. This trial shall be completed in an
area with comparable environmental conditions to the worksite and witnessed by a
Company representative who will be an experienced and fully qualified inspector in
DP operations and functions. The results of these trails shall be used to confirm or
define the vessels performance capability statements.
Company DP Trials
The Company DP Trials shall cover the following areas where applicable:
Harbor Trials
 Check that siting and mounting of all equipment and cabling is suitable for the
task to be undertaken.
 All tests to be in accordance with the FMEA and any deviation from the expected
results to be documented.
 All equipment (including data input systems, computers interfacing equipment,
thruster units and power supplies) is to be demonstrated by functional tests.
 Check to ensure that the effect of external radio, including radar transmission,
does not affect DP equipment, environmental sensors or micro-wave position
referencing systems.
 Software checks to be carried out.
 All shipboard equipment must be fully operational.
 All ship propulsion units and their controls, both manual and automatic.
 All power generation equipment.
 All computer systems.
 All position reference systems.
 All equipment must be shown as functional by actual tests.
 The alarms indicating failures of each specific piece of equipment must be
demonstrated.
 Check that failure of any 24 VDC supply will not affect DP operation. This is
undertaken by switching off each 24V DC supply in turn.
 Demonstrate auto cut in all essential pumps by tripping the duty unit.
 Verify preference trips and overloads on generators are operational, by simulation,
or from ships log if test equipment is not available. Record settings.
Sea Trails
 The vessel is to be allowed to settle on DP, in a selected position, with a water
depth similar to that for the prospective charter.
 During trials the vessels excursions are to be plotted, and footprint plot to be
compared with the manufacturers capability plots on the specified headings
If harbor trials are not to be carried out, then these should be incorporated in the
sea trial. Check that good communications exist between Bridge, DP Control,
Master’s cabin and any other control area. In all cases, direct communications
shall be installed together with an independent telephone back-up.
At least one trial shall be in the WCFDI (Worst Case Failure Design Intent) mode,
with most effective thrusters deselected.
Rev 02: April 2019 2-110

continued
Company Live Trials Questionnaire

DP Trails- The following questionnaire items should be addressed in the DP trails report as
continued applicable to the vessel DP rating
 Correct functioning of all data input systems to be demonstrated.
 Correct functioning of all computers and interfaces to be demonstrated.
 Correct functioning of thrust units, including pitch and azimuth response times, to
be demonstrated.
 Optimum station keeping performance assessment to be carried out.
 Measurement of station keeping accuracy using independent means to be
provided, if possible.
 Correct functioning of all automatic and manual changeover arrangements and
procedures from primary to back-up systems, to be demonstrated.
 All gyros shall be checked against each other and any errors noted.
 All propulsion units shall be available and operating correctly.
 All alarm systems shall be checked out and proven.
 All communications systems shall be tested.
 Check that the vessel has an independent means of stopping any thrust source,
fitted at the DP control center, which will override the DP controls i.e. an
emergency stop button for individual thrust sources.
 Check to see that each relative reference system target is clearly displayed to DP
operator on a VDU, showing target position relative to ship’s actual position.
 Ensure all reference systems are working and all signals are being received into
the DP system. At least three reference systems shall be deployed and be
functioning on line.
 Fail each individual thruster and main propulsion system in turn. Each failure
shall be alarmed and printed out, whilst the vessel’s position should not be
affected by any one failure.
 Fail each gyro in turn, check to see appropriate alarms operate and standby gyro
takes over automatically. Vessel’s heading or position should not be affected by
this test.
 Fail primary power supplies to DP “on-line” computer, check that standby
computer takes over and vessel maintains station; all appropriate alarms should
activate.
 Fail each generator in turn and check that vessel’s normal full positioning thrust
capability still exists, the vessel maintains station and all appropriate alarms
activate and that the standby unit (if any) cuts in.
 Fail sections of the switchboards, in turn, which could be subject to bus-bar short
circuit, fire or other single failure which may render them inoperative. Check the
vessel maintains station.
continued
Rev 02: April 2019 2-111

Company Live  Fail DP system totally ascertain the vessel’s deviation from a given position as the
DP Trails- operator changes over to manual control.
continued This should be done using each senior watch keeper as DP operator, who must
demonstrate full confidence and ability to maintain accurate station by reference
to target data displayed.
 If an electrical power management system is installed it is to be demonstrated that
standby generators are automatically started, paralleled and power shared and that
alarms are initiated on faults.
 Check that information is being fed to both computers and that control can be
switched over without affecting the ship’s position.
 Check DP operation under normal working conditions, if possible.
These company trials shall be conducted by a Company inspector, experienced and

fully qualified in DP operations and functions.
Contractor For each individual work scope, the Contractor shall, where appropriate be required to
Requirements submit with tender documents, plan and profile drawings to demonstrate that the work
drawings and scope can be:
Documents
 Completed in accordance with the proposed procedures.
 Safely accessed by divers or cranes in accordance with the proposed procedures.
 Comply with MPN requirements, and applicable national and international
legislation.
Rev 02: April 2019 2-112

DP capability Vessel DP capability plots must be available. The purpose of the capability plots is to
plots determine by calculation based on assumed propulsion power, the position keeping
ability of the vessel in fully intact conditions and in certain degraded conditions, and
in various environmental conditions.
Vessel Master and DP officers must regularly complete DP footprint plots to measure
the actual position keeping performance of the vessel in intact and degraded
conditions and in various environmental conditions.
These plots are valuable in assessing the validity of the vessel's DP capability. Where
there are differences the Vessel Operator should ensure the results of the footprint
plots take precedence over the capability plots. If there is significant difference, the
vessel operator should investigate the reason and if appropriate modify the capability
plots.
Figure 0-1 Example Capability Plot
Rev 02: April 2019 2-113

6.2 DP Training and Competency

Training DP Operator training standards are contained in IMO MSC Circ. 738 Guidelines for
standards Dynamic Positioning System (DP) Operator Training, and its source document,
IMCA M 117, Training and Experience of Key DP Personnel.
The document IMCA C 002, Competence Assurance and Assessment: Guidance
Document and Competence Tables: Marine Division, Rev 1, also provides guidance.
DP logbook The Vessel Operator shall have in place an appropriate DP logbook scheme, where all
key DP personnel are issued with and maintain a personal DP logbook detailing their
DP experience.
Example logbook schemes include:
 Nautical Institute (NI) which is required for application for an NI DP certificate.
This logbook includes details of training courses attended.
 IMCA DP logbook which can be used by the DP Operators and other key DP
personnel to keep a record of DP hours or DP experience.
Nautical The NI DP training scheme is the Industry recognized learning route to become a
institute – DP qualified DP Operator (DPO). All DPOs assigned to Company chartered vessels
certification engaged in DP operations should have an NI issued DPO certificate or similar
accredited training scheme certification.
The components of the NI scheme include:
 A recognized STCW Certificate of Competency
 DP basic induction course
 Minimum 30 days DP watch keeping experience and satisfactory completion of a
number of DP associated tasks
 DP simulator training course
 At least 180 days watch keeping on Class 1, 2, or 3 DP vessels or 90 days watch-
keeping on a DP class 2 or 3 vessel and completion DP intense training course
 Statement of suitability by master of last DP vessel
The DP limited certificate is issued for operators with DP Class 1 experience only.
Full DP certificates are issued to operators with sufficient DP Class 2 or 3 experience
and are valid for a period of 5 years, at which time revalidation is mandatory
Reference: The Nautical Institute Dynamic Positioning Operators Certificate,
January 2015 Version 1.1
Competency The following is taken from G-OMO (Guidelines For Offshore Marine Operations
categories for Revision: 0611-1401 and is offered as guidance on Bridge Watchkeeping on DP
DP bridge Offshore Supply Vessels (OSV).
Watchkeeping
Vessel operators should consider making two competency requirements, A and B, for
on DP offshore
persons taking a DP bridge watch on a DP OSV.
supply vessels
Continued
Rev 02: April 2019 2-114

Competency Category A: Applies to Master or navigating officers who are considered competent
categories for to operate the vessel DP control system unsupervised and are competent ship handlers
DP bridge in manual control on the vessel in which they are serving.
watchkeeping
Category B: Applies to navigating officers and others who are competent to operate
on DP offshore
the DP control system under supervision and considered competent to move the vessel
supply vessels,
away from the facility in manual control.
continued
The table below provides competency requirements for each category.
Table 0-4 Competency Requirements
Category Competency Requirements

A  IMO Standards for Training, Certification, and Watchkeeping
(STCW) 95 navigating officer certification appropriate to class of
vessel.
 NI DP Certificate.
 Fully competent in operating the OSV in manual control when in
close proximity to the facility.
 Adequate experience on the vessel type (recommended 14 days).
 Adequate experience of the DP control system type and equipment
classification (recommended 14 days).
 Knowledge of the vessels DP FMEA, together with a detailed
understanding of the implications of all identified failure modes.
 Detailed knowledge of the vessels DP operations manuals and
adequate knowledge of the contents of the vendor manuals.
 Knowledge of relevant International Marine Contractors
Association (IMCA) guidelines including DP incident reporting.
 Consideration should also be given to providing manufacturers
courses for masters and officers, in particular for the DP control
system and position reference systems.
B  STCW 95 Navigating Officer certification appropriate to class of
vessel.
 Received onboard training of the vessels DP system, using the NI
DPO logbook to record training received
 Competent in taking control of the vessel in manual control and
moving away from the facility
Continued
Rev 02: April 2019 2-115

Engineers, Vessel engineers and where relevant electricians and electronics officer should be
electricians suitably qualified and experienced in the DP system.
and electronics
The following table is taken from the IMCA international Guidelines for the Safe
officers
Operation of Dynamically Positioned Offshore Supply Vessels.
Table 0-5 Qualifications for Engineers, Electricians and Electronics Officers
Position Qualifications
Chief Engineer  STCW 95 engineering officer certification appropriate to class
of vessel.
 Adequate experience on the vessel type (recommended 14
days).
 Adequate experience of the DP control system type and
equipment classification (recommended 14 days).
 Detailed knowledge of the vessels DP FMEA and adequate
knowledge of the vendor manuals.
 Knowledge and understanding of failure modes.
 Adequate knowledge of the vessels DP operations manual.
 Knowledge of relevant IMCA guidelines including DP
incident reporting.
courses for chief engineers, in particular for the DP control
system and maintenance requirements and where applicable
power generation, power management, and propulsion
systems.
Watchkeeping  STCW 95 engineering officer certification appropriate to class
engineer of vessel
 Adequate knowledge of the vessels DP FMEA and vendor
manuals
 Adequate experience of the vessel type and nature of the DP
operations
 Knowledge and understanding of failure modes
Electricians  Detailed knowledge of the vessels DP FMEA and adequate
and electronics knowledge of the vendor manuals.
officers  Knowledge and understanding of failure modes.
courses for electrician and electronics officer, in particular for
the DP control system and maintenance requirements and
where applicable power generation, power management, and
propulsion systems.
Continued
Rev 02: April 2019 2-116

Bridge officer In all cases a formal induction process for all Bridge Watchkeeping Officers and
familiarization Bridge DP Officers should include familiarization of all propulsion units and
maneuvering system including actions to take in an emergency.
Knowledge of Master and Officers should also have a good understanding of the various Failure
Failure Modes Modes and Resultant effects to allow them to understand the risks. For example:
and Effects
 Careful consideration should be given to the potential hazard of using thrusters in
the fixed pitch, fixed RPM or "Combinator mode". Failure of one unit whilst in this
mode may lead to a ‘drive-off or ‘loss-of-position’ situation.
 Understanding of what state a thruster will fail to, “complete stop, full astern, or
full ahead’, each possibility potentially effecting the decision on how the vessel is set
up when operating close to an installation.
Rev 02: April 2019 2-117

6.3 DP Risk Assessment

Setting the Where dynamic position (DP) vessels are engaged in close proximity work to an
separation offshore facility such as supply operations, the minimum separation distance should
distance be agreed between the Master and the Facility Person in Charge (PIC).
between OSV
A proposed draft DP position plan must be submitted from the Vessel Master to the
and facility
Marine Operations Manager, who will review for compliance with Company
standards and procedures. If acceptable, the DP position plan will be transcribed into
UN Marine format and returned to the vessel for concurrence. Once agreed by the
Vessel Master, the Marine Operations Manager will formally approve the DP Position
Plan for implementation. This approval is valid for 1 month from the date of approval,
after which a new application for approval is required.
A proposed vessel DP position plan is to be submitted by the Master through the

contract holder to UN Marine for drafting and converting into MPN format and
subsequent UN Marine formal approval. The position plan shall include :
 Vessel heading
 Heading sector limitations
 Emergency escape route
 Stand off distance of vessel from platform
 Vessel maximum excursion from hold point
 Duration of expected activities
Minimum separation distances between the DP supply vessel and facility should be set
for each level of proximity. In setting the separation distance consideration should be
given to such influences as crane jib radius, hose lengths, size of loads, and surge
direction of vessel and cargo storage area.
The Vessel Master should look to always maximize the distance taking into
consideration the above and without compromising the safety of the operation.
The IMCA International Guidelines for The Safe Operation of Dynamically
Positioned Offshore Supply Vessels provides further guidance in developing a matrix
of close proximity situations and the corresponding DP vessel capability, where the
least capable vessels should be restricted to only low risk proximity situations and the
vessels with greater capability may be used for higher risk situations.
Table 0-6 Example Risk Matrix (From IMCA Guideline)
Close proximity DP OSV DP OSV DP OSV

situation Capability 1 Capability 2 Capability 3
Low risk X X X
Medium risk X X
High risk X
Table 0-7 Close Proximity Factors
Item Description
Rev 02: April 2019 2-118

Close  x meters from the facility on lee side

proximity  More than x meters from the offshore facility on weather side
Low risk
Close  Less than x meters from the facility on lee side (for brief periods
proximity only)
Medium risk  x meters from the facility on weather side
Close  Less than x meters from the facility on the lee side
proximity  Less than x meters from the facility on weather side (for brief
High risk periods only)
Continued
Rev 02: April 2019 2-119

6.3 DP Risk Assessment, Continued
Table 0-8 Example DP OSV Capability Matrix
Item Description
DP OSV  DP1 vessel
Capability 1  Vessel operating within limits of intact thruster capability for
existing environmental force conditions
 DP location manned by a Category A watchkeeper and one
Category B watchkeeper
 At least one position reference system in use
DP OSV  DP2 vessel
Capability 2  Vessel operating to identified worst case failure limits in existing
environmental force conditions
 DP location manned by at least one Category A watchkeeper and
one Category B watchkeeper
 Two independent position reference systems in use; third system
immediately available
DP OSV  DP2
Capability 3  Vessel operating to identified worst case failure limits in existing
environmental force conditions
 DP location manned by two Category A watchkeeper
 Three independent position reference systems in use
Setting the Critical and allowable excursion limits must be set. As a guide, the critical limit
critical and should not exceed half the separation distance between the vessel and facility and the
allowable allowable shall not exceed half of the critical limit.
vessel
Electronic warning and electronic alarm limits should be set at allowable and critical
excursions
levels respectively. The same applies to electronic off-heading set values.
Risk All DP vessels should have DP risk assessment procedures in place.

assessments
Every close proximity operation should be subject to the discipline imposed by the
risk assessment, and risk assessments should be carried out even for a DP vessel
operating routinely at the same offshore facility or location.
! IMPORTANT: The key risk relevant to DP operations is the Loss of
Position and or Heading.
The factors effecting a close proximity situation that should be fully considered
include:
 Particular aspects of the capability of the vessel (See above)
 Relative size of DP vessel and the offshore facility
Continued
Rev 02: April 2019 2-120

Pre-towing  Nature of operation (supply, bulk hose operations, and so forth)

checklist,  Familiarity of the vessel crew with the vessel or offshore facility
continued
 Wind and sea state conditions
 Meteorological conditions (rain, snow, and so forth)
 Surface current conditions
 Visibility
 Lightning
 Proximity of other obstructions in the immediate area
 Simultaneous operations (SIMOPS)
 Adequate escape route sectors
 Possibility of electronic navigational shadow sectors when close to facilities
Depending on the circumstances these factors could either increase or decrease the
risk and help determine the appropriate separation distance for the operation.
Degraded or Degraded or emergency situations exist when the DP vessel finds itself in a degraded
emergency condition (that is not in compliance with the appropriate DP offshore supply vessel
situations [OSV] capability conditions) which may include:
 Position or heading excursions outside the acceptable limits for more than brief or
isolated periods.
 Power and thrust limits outputs greater than the limits for the capability of the
vessel for more than brief or isolated periods.
 Environmental conditions or other conditions considered unsuitable for continued
DP operations.
 Increased risk of loss of position or collision for one of the following:
– DP 2 and 3 capability vessels. Failure in DP equipment that results in loss of
redundancy and the vessel operating outside the worst case failure limit
– DP1 capability vessel. Failure in DP equipment that does not result in loss of
position
The Vessel Operator should have in place status level matrix which provides detail on
status requirements and DP status level responses requirements / procedures for the
Bridge watch-keeping officer to follow. This may also be referred to as Safest Mode
of Operation (SMO) and Activity Specific Operating Guides (ASOG)
Reference: The IMCA International Guidelines for The Safe Operation of
Dynamically Positioned Offshore Supply Vessels
Marine Technology Society DP Operations Guide part 2 and 3
Both of which provide status level matrix, SMO and ASOG example guidance.
continued
Rev 02: April 2019 2-121

Pre-towing The first action in a degraded condition is to make the vessel safe. This might mean:
checklist,
 Stopping all operations (supply)
continued
 Moving the vessel away from the facility to a safe position
 Taking manual control, for example in case where hoses must be disconnected
 Summoning the Master to the Bridge
Once in a safe condition, a risk assessment should be carried out by the vessel
personnel considering the degraded condition, its cause or causes, and the associated
increase in risk of loss of position with potential to cause collision
The assessment should help determine the appropriate measure(s) to take, for
example:
 To discontinue operations
 Continue in manual control
 To resume operations under different circumstance such as relocation to the
leeward side
In all cases the Master must advise VMT Marine and PIC of the degraded condition
and agree on the appropriate measures before resuming operations. A management of
change process must be followed – See Section 7 – Management of Change
Approach operations must not resume without authorization of the Company Marine
department and PIC.
Emergency In the event the vessel is unable to maintain position, is in imminent threat of
situations collision, or any other Emergency situation, the vessel should take whatever action
necessary to prevent injury, avoid collision, make the vessel safe, and avoid
environmental pollution and structural damage.
Escape routes Prior to conducting DP operations the Vessel should identify escape route(s) that, as
far as practicable, provide a clear 180 degree path for the vessel to follow when
making a normal or emergency departure from the facility; these escape routes shall
be communicated to all DP Operators (DPOs).
Change of There may be occasions when it is appropriate to change from Auto DP control to
operating manual or joystick control. In the case of a supply operation the vessel reverts to a
control mode conventional supply vessel mode and is subject to the appropriate controls.
When the vessel transfers back to DP control, a repeat location set-up check should be
conducted.
DP incident Any incident or failure of the DP system should be reported immediately to the
reports Company by the Master and Vessel Operator. Use of the DP system should be
discontinued until the system has been surveyed and verified operational.
The Vessel operator should have DP incident reporting procedures. All DP Incidents
shall be formally reported to IMCA under the recognized DP incident reporting
scheme
Rev 02: April 2019 2-122

Non-DP vessels The guidance in this section should also be applied to non-DP vessels, including:
 Use of the risk assessment process
 Setting of the separation distance from the facility
 Emergency situations
 Escape routes
Rev 02: April 2019 2-123

6.4 DP Operations
DP operations Each DP Vessel must have onboard a vessel specific DP operations manual and DP
manual and procedures, including checklists.
procedures
Arrival A test of the DP system must be performed before the vessel enters the 500-meter
checklist safety zone to ensure satisfactory operation of the DP system and should include
The checks shall include but need not be limited to the following:
 All propulsion units and their controls, both manual and automatic.
 All power generation/management equipment.
 All reference systems.
 All reference sensors, except relative systems that require the platform to be given
the target.
 Alarm systems between the bridge, DP consul, Master’s cabin (and if appropriate
the dive control, saturation control and Diving Superintendent’s cabin).
 All equipment must be demonstrated, by visual displays, to be functional.
 All DP alarms shall be demonstrated as operational.
In addition, the vessel’s machinery condition monitoring and alarm systems, and fire
protection systems must be fully operational.
The checks should ensure the DP system is set up correctly for the appropriate DP
capability class, including manning and reference systems.
These checks must be documented in the form of a check list and maintained onboard
for audit purposes and review by the Company.
Reference:
IMCA, Safe Operation of Dynamically Positioned Offshore Supply Vessels
G-OMO – Guidelines for Offshore Marine Operations, Revision: 0611-1401
Approaching In addition to the guidelines found in Section 3.4, "Operations in the Safety Zone" a
the facility DP vessel when approaching the safety zone shall:
 Inform the PIC or designated Facility contact that the vessel will operate
alongside the facility in DP mode and that all arrival checks have:
– Been completed satisfactorily
– Noted defects or issues that may affect the capability of the vessel
Reference: Section 6.3, "DP Risk Assessment"
 Where the master has considered from the risk assessment that it is more
appropriate to perform the operation in manual or joystick mode, for example
when performing shorter duration loading or unloading activities, inform the PIC.
 The vessel must not approach the facility unless authorized by the PIC to do so.
! IMPORTANT: The Facility should always seek to minimize the length
of time a vessel has to remain in close proximity and avoid calling the
vessel into the 500-meter safety zone unless operations are ready to
commence.
Rev 02: April 2019 2-124

continued
Approaching  Final approach to the location set-up position must be at a safe speed, not
the facility- exceeding 1 knot, with the vessel not heading directly at the facility. Location set-
continued up checks must be carried out on every occasion and before the vessel moves into
the final working position. These checks should be carried out at a safe distance,
no less than 50 m from the facility and always at a location where in event of a
loss of thrust the vessel will drift clear of the facility. The set-up checks assess the
vessel station-keeping performance, to check the position reference systems are
set up correctly and allow the DP system to build up and make ready the
mathematical station-keeping model (at least 15 minutes). These checks should be
documented in the form of a checklist.
 Conduct final approach to the working location after the set up checks have been
completed on DP or in manual control using the DP joystick.
 Carefully select and agree between vessel and facility (see risk assessments) the
safe working location and separation distance. Factors to consider include:
– Positioning the vessel to work on the leeward side of the facility wherever
possible
– Position and reach of the facility crane
– Facility obstructions
– Interaction with facility thruster where fitted
– Other vessels, barges etc. in proximity to the facility
 Select the most appropriate safe working heading on the basis that it may be
necessary to make a rapid escape from the facility. It can be advantageous to
provide a good steadying vector by positioning the vessel such that environmental
forces are opposed by a steady state thrust output (for example, placing bow or
stern to wind and seas).
 Keep close proximity time at the facility to a minimum. The vessel should move a
safe distance away from the facility during periods of inactivity, such as when the
site crane is not available. If delay is prolonged the vessel should move out of the
500-meter safety zone.
 If possible, when handling hoses, give sufficient hose length to allow the vessel to
increase the separation distance.
 Throughout the operation the vessel's bridge watch keeper(s) must maintain
constant vigilance; this includes monitoring of environmental conditions,
including long squall watch by radar and any sudden wind or current changes,
lightning strikes in the area and other potential dangers such as other marine or air
traffic and cargo operations.
Note: Facility must advise vessel prior to any helicopter operations so vessel can take appropriate
action including isolation of anemometers and entry of manual wind speed.
DP watch Vessel operator should have in place a formal DP watch-keeper handover procedure,
handover including use of a checklist.
Rev 02: April 2019 2-125

Engine room The Engine room should be manned by a qualified engineer(s) with appropriate DP
operations experience. Exceptions may apply to qualified "UMS" vessels and smaller vessels
where it is impractical to man the engine room throughout the period while operating
within the safety zone, in this case a qualified engineer should be immediately
available.
Where carried, the electrician or electronics officer should be on call.
The following should be taken into account by engine staff:
 Do not start or stop equipment or conduct maintenance on machinery that could
affect the DP system when the vessel is in DP mode without obtaining permission
from the bridge DPO.
 If problems or potential problems are detected with any DP systems or associated
equipment, the bridge DPO is to be advised immediately.
Use of DP During DP operations, no external forces or influences that are not measured or
when moored accounted for by the DP system should be employed that could affect the DP system
such as mooring to a fixed platform. It is normally not necessary or desirable to use
any back-up moorings alongside a structure when in DP mode.
DP Operations Where DP operations take place close to an Installation and within a mooring spread,
close to the limitations below should be complied with:
installation
 When the DP vessel is required to work parallel to the face of the Offshore
and within a
Installation it should have, as a minimum, a 180-degree “exit sector”. The “exit
mooring
sector” shall be drawn from an imaginary base line at the leading edge of the DP
spread
vessel that is closest to the Offshore Installation.
 When the DP vessel is required to work at an oblique angle to the face of an
installation it should have, as a minimum, a 180-degree “exit sector”. In such cases
the required imaginary base line for the “exit sector” shall be positioned and oriented
in a manner that can demonstrate that the integrity of the Offshore Installation and
the DP vessel is exposed to the minimum of risk in a DP failure/malfunction
situation.
 At all positions within the “exit sector” the deepest part of the vessel hull, or hull
penetration where applicable, shall be at least 10.0 meters vertically above the
mooring catenary.
OBSTRUCTIONS
In all cases where close approach is required a scale plan and profile drawings should
be provided to ensure that:
 There are no surface obstructions such as Offshore Installations platform
extremities, lifeboats, gantry systems etc. The lateral and roll and pitch moments of
the vessel should always be taken into account.
 There are no sub-surface obstructions caused by the “batter” of deep water jacket
leg structures. Operators should be aware of the dangers associated with use of a taut
wire position reference system becoming fouled and giving corrupt information.
Rev 02: April 2019 2-126

Diving See Section 6.6 Dive Support Operations

Operation with
DP
Rev 02: April 2019 2-127

6.5 ROV Operations

Introduction This section describes the activities and responsibilities of the Vessel Master when a
vessel is engaged in Remotely Operated Vehicle (ROV) support operations.
Details on the ROV operation or activity these vessels are contracted to perform will
be contained within the specific Project Documentation and procedures, including
interface requirements with ROV contractor and Company.
ROV operations are frequently undertaken when the vessel on which the ROV is
installed is positioned by dynamic position (DP),
Reference: Chapter 6.0, "Specialized Vessel Operations," Sections 6.1 through
6.4
Masters and personnel should have a thorough understanding of the following:
 Environmental considerations that affect ROV operations
 Hazards that the vessel or facility may present to an ROV
 Responsibilities of the Master, ROV contractor, and ROV Supervisor
The term ROV covers a wide range of equipment and no single vehicle can be
described as typical. Not only are there numerous ROV designs, but the same basic
ROV can be modified to carry out different tasks.
ROVs can be deployed either as free-swimming or via a tether management system
(TMS). For a free-swimming ROV, the surface winch umbilical is directly connected
to the vehicle. ROVs can also be deployed via a TMS where the surface winch
umbilical is directly connected to the TMS. The TMS is a submersible winch with a
tether connected to the ROV. The two main types commonly used are the side entry
TMS “garage” or the "top hat" TMS.
Rev 02: April 2019 2-128

6.5.1 Environmental Conditions
Introduction The Master, officers and crew of any vessel on which an ROV is installed must be
aware of the additional hazards that exist and the constraints placed on the vessel
when operating with an ROV on board. Ideally the positioning of the ROV umbilical
winch and launch and recovery equipment is clearly visible from vessels aft bridge
control position so that launch and recovery operations can be monitored. Remote TV
monitoring may also be used. It is common practice for television monitors to be
positioned on the bridge of a vessel so that the status of the ROV operation is
available to bridge personnel.
The safe and efficient deployment and operation of ROVs depends on suitable
environmental conditions. For any given situation, the combination of conditions can
be dramatically different and it is the responsibility of the ROV supervisor to assess
all available information before deciding to conduct ROV operations. The decision on
conducting an ROV operation rests with the ROV Supervisor. However the Master
can and should suspend or delay any ROV operation when the environmental
conditions affect the operation of the vessel itself. (An example is a strong surface
current requiring sustained high power inputs from main engines and thrusters to
maintain position for ROV operations in close proximity to a facility.)
ROV contractors normally define clear environmental operating limits. The Vessel
Master should consult with the ROV supervisor to ensure that they both agree and
understand the implications of all limitations that apply to vehicles and deployment
systems.
Environmental aspects that affect ROV operations are highlighted below.
Weather While ROVs themselves are not normally sensitive to weather, the efficiency of ROV
operations can be affected in a number of ways:
 Wind speed and direction can make station keeping difficult for the support vessel
and adversely affect ROV deployment.
 Rain, fog, or other conditions can reduce surface visibility and create a hazard for
the support vessel.
 Adverse combinations of wind and rain can make deck work extremely hazardous
for the ROV crew.
Hot weather and humidity can cause the ROVs electronics to overheat or be
susceptible to moisture ingress during deck checks. Armored or live boat umbilical’s
operationally in use or stored in open deck areas may also be susceptible. Operations
should, therefore, be carefully monitored with regard to the safety of both personnel
and equipment.
Continued
Rev 02: April 2019 2-129

6.5.1 Environmental Conditions, Continued
Sea state and Sea state can affect every stage of an ROV operation.
swell
Safety must always be considered carefully when launching or recovering an ROV
and particularly from a support vessel in rough seas. ROV operators should
understand the effect of a heaving support vessel on a cable attached to a relatively
motionless ROV and be aware that the ROV handling system can be overloaded or
that personnel on deck may be exposed to the risk of an accident.
In rough sea conditions, personnel involved with launch and recovery must wear all
necessary personal protective equipment and fully understand their own role as well as
the roles of others involved in the operation, such as the master of the support vessel.
Good communication is vital for avoiding accidents.
In certain situations, purpose-built deployment systems, such as motion compensation
systems, can either reduce or better accommodate the effect of wave action, thereby
enabling ROV operations to be conducted in higher than normal sea states while
maintaining safety standards.
Currents Currents can cause considerable problems in ROV operations. Currents do not remain
constant for long, even close to the seabed. Currents vary with location (for example
between northern and southern regions of the North Sea) and surface currents can be
quickly changed by the wind. Layered currents at different depths can also occur. Tide
meters are useful indicators of current strength and direction at any particular depth.
Factors that affect ROV operations, including their maneuverability in currents,
include:
 Length and diameter of umbilical cable
 Propulsive power
 Depth and orientation to the current
 Non-uniformity of current profile
 Umbilical "strumming" or "spinning" in deep water (this may necessitate the use
of specially designed umbilical’s)
 Vehicle hydrodynamics (that is, surface area and profile)
Continued
Rev 02: April 2019 2-130

Water depth Some ROVs can operate to depths of several thousand meters. However, individual
ROVs are designed for a particular maximum depth and should never be used beyond
that limit. When operating vehicles at great depths, consideration should be given to:
 Umbilical length and associated drag. These influence the specification of the
topside handling system.
 Transit time. It is important that pre-dive and shallow water tests are carried out
rigorously.
Note: An ROV takes approximately 50 minutes to reach an operating depth of 1500 meters
(approximately 5,000 feet at a descent speed of 1 knot).
Seabed Rocky outcrops or seabed equipment (manifolds, pipelines, and so forth) make
characteristics collisions more likely, add to the risk of abrasion to the vehicle's tether, and affect
operations by blocking video and sonar equipment.
Soft or silt seabed bottom conditions can make operations very difficult because
particulate material can be stirred up by a heavy landing or thruster use close to the
seabed.
Pilot The ROV operator or pilot experience is an important factor in ROV operations,
experience particularly in areas of strong current. Knowledge of the vehicle's capabilities and
limitations is essential.
Rev 02: April 2019 2-131

6.5.2 Hazards
Introduction The following hazards on a vessel or a facility present a potential risk to ROV
operations:
 Propellers and thrusters suction and wash into which the ROV umbilical can be
drawn.
 Water intakes and discharges.
 Projections from the hull that can snag the umbilical.
 Loss of position by DP, joystick, or manual control, particularly if the ROV is
"stabbed" into or attached to a piece of subsea equipment.
 Other vessels coming alongside the ROV vessel.
 Operations on deck that could potentially damage ROV equipment.
 Misunderstood or poor communications between Bridge and ROV.
 Inexperienced bridge personnel.
 Vessel propulsion and thruster failure.
 Vessel equipment failure (power supplied by vessel to ROV equipment).
 Simultaneous operations (SIMOPS) on a facility under which an ROV is working.
Rev 02: April 2019 2-132

6.5.3 Responsibilities
Introduction This section contains responsibilities related to ROV work.
Master of a The Master of the vessel or floating structure from which ROV work is to take place
vessel has overall responsibility for safety of the vessel and all personnel on board. The
Master shall, if required, instruct the ROV Supervisor to suspend or terminate ROV
operations for safety or operational reasons. The Master shall also:
 Ensure the ROV team on-board participates in the vessel permit to work system,
Job Safety Analysis (JSA), safety meetings, and safety programs as appropriate.
 Ensure appropriate interface during any risk assessment relevant to ROV
operations.
 Ensure communications between the ROV team and bridge are clear, succinct,
and completely understood.
 Position the vessel optimally relative to environmental forces to afford the safest
and most stable platform for launch, recovery, and all phases of the ROV
operation.
 Safely position the vessel relative to any facility such that in the event of any
propulsion failure, the vessel will drift clear. If ROV operations require working
on the weather side of a facility, revise the work program, if possible, to avoid
working the weather side until environmental conditions are more favorable or
develop suitable mitigation measures.
 Advise the ROV Supervisor of any vessel equipment defect that would require the
ROV to be recovered and operations suspended.
 Ensure that emergency procedures for cutting the ROV umbilical are understood
by all involved in the operation.
 Understand that maintenance of the ROV equipment presents a potential risk to
the ROV team, vessel, and crew (for example, stored energy in the form of
hydraulic accumulators, springs electrical energy, and wires under tension).
Maintenance work should utilize a JSA that clearly identifies all relevant risks.
Continued
Rev 02: April 2019 2-133

ROV The ROV contractor is responsible providing written documentation defining the
contractor management structure for an ROV operation. In addition, there should be a clear
handover of supervisory responsibilities at an appropriate stage of operation, again
recorded in writing.
The ROV contractor is responsible for ensuring that:
 A risk assessment has been carried out and necessary resulting actions taken
 The ROV support location is suitable and safe
 There are sufficient competent personnel in the ROV team
 Suitable plant and equipment is supplied, correctly certified, and properly
maintained. The ROV spread is not to be powered from any ships systems that are
linked to the DP system.
 A suitable work plan is prepared and is available that includes emergency and
contingency plans
 Records of all relevant project details are kept
 Adequate arrangements exist for first aid and medical treatment of personnel
 There is a clear reporting and responsibility structure in writing
 All relevant regulations are complied with
ROV Supervisors are responsible for the operation that they have been appointed to
Supervisor supervise, and they should only hand over control to another suitably qualified person.
Documentation of such a handover should be entered in the relevant operations
logbook.
The supervisor with overall responsibility for the operation is the only person who can
order the start of an ROV operation, subject to appropriate work permits and so forth.
Other relevant parties, such as the Master or PIC, shall be empowered to instruct the
ROV Supervisor to terminate work for safety or operational reasons.
The ROV Supervisor must liaise closely with the Vessel Master. In such
circumstances, the supervisor must recognize that the Vessel Master has responsibility
for the overall safety of the vessel and all persons on board.
The supervisor can give direct orders relating to health and safety to any person taking
part in the ROV operation, including a representative of the client. For example, the
ROV Supervisor may order personnel to leave the ROV control area or to operate
equipment.
To ensure that the ROV operation is carried out safely, the supervisor should adhere to
the following points:
 Be satisfied that he or she is competent to carry out the work and that he or she
understands his or her own areas and levels of responsibility and who is
responsible for any other relevant areas. These different responsibilities should be
documented.
 Be satisfied that the personnel on the ROV team are competent to carry out the
work required of them.
Continued
Rev 02: April 2019 2-134

Pre-towing  Check that the equipment proposed to use for any particular operation is adequate,
checklist, safe, properly certified and maintained. Ensure that the equipment is adequately
continued checked by himself or herself or another competent person prior to use. These
checks should be documented on an operation checklist, and recorded in the
operations log.
 When the operation uses, or plans to use, complex or potentially hazardous
equipment, ensure that the possible hazards are evaluated and fully understood by
all parties and that any necessary training is given if required. This is carried out
as part of the risk assessment during the planning of the operation and should be
documented. If the situation changes, the work should not proceed until the risk
assessment has been re-evaluated to determine if the controls are still adequate
and if not, appropriate changes made. Supervisors meet their responsibilities by
ensuring that this documentation exists and follow any guidance contained in it,
such as manufacturers' instructions.
 Ensure that all relevant parties are aware that an ROV operation is going to start
or continue. They also need to obtain any necessary permission before starting or
continuing the operation, normally via a permit-to-work system.
 Should have clear audible and, if possible, visual communications with any
critical personnel under supervision. For example, a supervisor is able to oversee
the raising and lowering of an ROV adequately if there is a direct audio link with
the winch operator, even though the winch may be physically located where the
supervisor cannot see it or have direct access to it.
Other ROV Other ROV personnel should act in a responsible manner, follow the ROV
personnel supervisor's instructions, and adhere to all applicable Company procedures. Should
any of the ROV personnel identify that any aspect of the job is unsafe, it is their
responsibility to request that the work be stopped.
Other The actions of other personnel can have a bearing on the safety of the ROV operation
personnel even though they are not members of the ROV team. These other personnel include:
 Company personnel, if the Company appoints an on-site representative, this
person should have the necessary experience and knowledge and be competent for
this task.
 Primary contractor (for example Engineering, Procurement, and Construction
Contractor [EPC]) carrying out work for the Company and overseeing the work of
the ROV contractor according to the contract.
 PIC responsible for the zone inside which ROV work is to take place.
Rev 02: April 2019 2-135

6.6 Dive Support Operations

Introduction This section describes the activities and responsibilities of the Vessel Master when a
vessel is engaged in dive support operations.
Details on the diving operation or activity these vessels are contracted to perform will
be contained within the specific Project Documentation and procedures, including
interface requirements with Dive contractor and Company.
Requirements for vessel dynamic positioning requirements or fixed mooring system
arrangements are provided in the ExxonMobil Diving Operations Upstream Safety
Standard.
References:
 ExxonMobil Diving Operations Upstream Safety Standard
 ExxonMobil GP 30-04-01, Diving Operations
 The International Association of Oil and Gas Producers (OGP) Diving
Recommended Practice
 IMCA D 010 rev.3 Diving operations from vessels operating in DP mode
General Vessel Master's responsibilities include:

Master
 Identify and discuss potential risks with the diving contractor during preparation
responsibilities
of the diving plan.
 Be aware of the diver maximum umbilical excursion distance and relative
distance to thrusters/propellers
 Be aware of the limitations on rate of diver ascent and time required to recover
divers from working depth.
 Establish agreed means of communication with the Diving Supervisor and advise
on matters considered relevant to the diving operation (for example, changes in
the sea condition, visibility, and so forth).
 When diving from vessels using DP system for maintaining station, ensure that in
the event or likely event of "drift off" the Diving Supervisor is directly informed
and if necessary recovery of the divers is arranged.
 Prevent the occurrence of activities that may endanger those involved in the dive
project and where necessary notices should be posted at machinery vital to the
diving operation to prevent inadvertent stopping or starting.
 Prohibit diving operations while vessel is underway.
 Ensure safety of personnel working in the area, a safe location for the diving
project, and secure onboard equipment and plant.
 Where the vessel provides diving equipment, ensures such equipment is suitable
for the safe conduct of the diving project and is maintained in safe working
condition.
The Master may terminate the dive for safety reasons. Where time permits, this would
normally be in consultation with the Dive Supervisor.
Rev 02: April 2019 2-136

Dive Support Operations, Continued
Cargo Cargo Operations with Divers Deployed

handling
Containerized Cargo Operations
during diving
operations Over side lifts of containerized cargo shall not normally be undertaken with divers
deployed. If there is a requirement to work containerized cargo, serious consideration
shall be given to recovering the divers or delaying the cargo operation until the next
scheduled diver recovery. If, after considering and rejecting the above alternatives,
the vessel Master, Company Marine Representative and the Diving Supervisor all
agree to allow over side lifts to take place, further consideration shall be given to the
following:
 That there is sufficient horizontal separation between the over side lift and the
divers work area.
 That previous experience of working supply Vessels alongside is such that there is
no likelihood of the Vessel losing position. (e.g. DP capability, mooring of vessel
alongside)
 That the containerized cargo is specifically identified, to ensure stability whilst
lifting.
Tubular Cargo and Scaffold Operations

Tubular cargo operations or scaffolding operations shall not take place simultaneously
with diving operations unless the diving activity had been identified and assessed as
taking place in the area. It is suggested that the following guideline is used for
estimating a safe distance for simultaneous tubular/diving activities:
Simultaneous operations shall only take place when the diving activity is outside the
envelope of a 90-degree cone. That is, the radius of the cone base is equal to the water
depth. The apex of the above cone is to be sited beneath the over side/scaffold
worksite.
Diving DP Technical Inspection

Operation with
Diving Vessels/Barges intending to use DP for station keeping during diving
DP
operations in Company fields shall undergo DP Technical Inspection and must meet
all the standards and principles recommended in the “IMO MSC circular 645,
Guidelines for vessels with Dynamic Positioning systems and any subsequent
guidelines issued. The vessel propulsion system must comply with the guidelines as
prescribed in GP 30-01-01 Section 8.9
The requirement for a Vessel to undergo a DP Technical Inspection is to ensure that
the unit is fit for the purpose of the intended work scope, immediately prior to
commencement of such work scope.
As an integral part of the audit the Company Representative will witness a pre-defined
DP Trial. . During the Trial, checks shall be made to demonstrate that no change in
the Vessel position and heading occurs when there is an equipment failure and back-
up systems are brought on line. Failure tests are to include, but need not be limited to,
the following:
continued
Rev 02: April 2019 2-137

Diving  Thruster failure.

operation with  Power generation failures.
DP, continued
 Switchboard failures
 DP consul
 Reference systems
 Gyro, VRU and VRS failures.
 Reference sensors to DP consul
 Communication system failures
Additionally the Representative shall ensure that:

 DP failure alarm systems are fully operational.
 The vessel can maintain position for the time necessary to recover Divers aboard,
in the event that a power distribution board is lost in environmental conditions
anticipated at the dive site.
 Vessel shall be proven to maintain position in anticipated environmental
conditions while operating at no more than 40% utilization of DP capability.”
 Location and heading alarms are operational.
 Hazard warning lights between bridge and dive control are operational.
 There are documents held on board that describe the Vessel characteristics
pertinent to position holding performance. These can be from model experiments
or computations but must also have been qualified by experience at sea during
previous contracts or trials.
 All bridge watch keeping personnel demonstrate their station keeping ability on
joystick control and competence as DP operators. Such a demonstration may also
be required at any time throughout the work period.
 Communication between the DP console, bridge, dive control, saturation control,
engine-room control, cranes, master, Dive Superintendent and Representative
cabin is fully operational.
Position Reference Systems

For DP diving operations the Vessel must have not less than three totally independent
position reference systems of which a minimum of two must be functioning with a
third system immediately available, but wherever possible, all three systems shall be
on line and selected to DP.
Manning DP Operators
There must be present on board sufficient fully trained DP personnel (Category A) to
ensure that the DP console is continuously manned. This will necessitate at least four
operators plus the Master, who must be similarly qualified, yet not form part of the DP
Watchkeeping team.
The above personnel shall have attended a recognized DP Operators Course and hold
and Operators Certificate of Competency.
DP Technician
There must be present on board one fully trained technician capable of minor fault
finding and maintenance of the DP system.
The above person shall have attended a recognized DP Maintenance Course.
Rev 02: April 2019 2-138

Rev 02: April 2019 2-139

Diving Engineers
operation with
Engine rooms or engine control rooms, are to be continuously manned at all times
DP, continued
whilst the Vessel is operating on DP. To cover this requirement at least two qualified
and competent engineers are to be on duty at all times.
Maneuvering Procedures During Diving Operations and Diving within an
Anchor pattern
Reference: IMCO D010 rev.3 Diving operations from vessels operating in DP
mode.
Vessel Master and Operators should be guided by the above document and specific
Company procedures , including:
 Vessel movement limitations, including heading and position change step limits
during diving operations
 Mooring line clearance limits
Application
In addition to the preceding requirements of this section, these instructions and
guidelines shall apply to all DP/Diving operations that take place within a structure’s
mooring spread.
An operation within a structure’s mooring spread is considered to mean an operation
that takes place within the mooring catenary.
Operations that are programmed to take place beyond the mooring touchdown point
shall not be considered appropriate to this section.
Detailed Procedures and Scale Drawings
Detailed procedures and scale drawings shall be provided for each work scope. They
shall demonstrate that the work can be completed in a safe manner and comply with
the limitations and parameters mentioned below. They shall include but not be limited
to:
 Scale drawings showing the relevant positions of the moored structure; the
DP/Diving Vessel; the position of the intended work area; the position of the
diving moon pool; the position of the appropriate mooring wires/chains and the
touchdown points.
 Procedures for (i) safe lines of communications between DP/Diving unit and the
moored structure, (ii) safe moving between locations within the mooring spread.
continued
Rev 02: April 2019 2-140

Diving Physical Limitations

operation with
No DP/Diving operations shall take place when the diving bell or bell wire is within
DP, continued
50 meters of a mooring wire/chain.
The limitation referred to above need not apply in circumstances where operating
procedures ensure that both the diving bell and diver maintain a clearance of at least
10 meters of a mooring catenary.
Weather Limitations
When a DP/Diving unit is required to work from a position that is between the
catenary touchdown point and 100 meters from the moored structure, the maximum
wind speed shall be 25 knots combine with a 1 knot current acting in the same
direction, and setting toward the moored structure.
When a DP/Diving unit is required to work from a position that is between 100 meters
and 60 meters from the moored structure, the maximum wind speed shall be 15 knots
combined with a 1 knot current acting in the same direction, and setting toward the
moored structure.
When a DP/Diving unit is required to work from a position that is between 60 meters
and 10 meters to the moored structure the operations shall only take place when there
are no environmental forces acting upon and setting the DP/Diving unit toward the
moored structure.
The maximum weather parameters, regardless of wind or sea direction shall be
established for each work scope.
Simultaneous DP Operations (DP and DP/Diving)
Where there is a requirement for a DP/Diving Vessel to work in close proximity to
another DP Vessel, it is essential that comprehensive procedures are established and
approved by Company before the commencement of the work scope.
continued
Rev 02: April 2019 2-141

6.7 Other Offshore Specialized Vessels

Other Specialized Project marine operations vessels include:
Specialized
 Heavy lift crane barge or vessel
Vessels
 Installation vessels
 Pipe/cable lay vessels
 Accommodation vessels
 Well work vessels
 Seismic vessels
 Gravel or stone discharge vessels
 Heavy lift Transportation vessels
 Other specialized vessels used in the offshore oil and gas industry
Many of the general marine safety and operational guidelines that are addressed in this
Marine Operations Guide for Support Vessels (MOG) also apply to these types of
vessels.
Details on the specialized type of operation or activity and interfaces these vessels are
contracted to perform will be contained within the specific Project Documentation and
procedures, including interface with project contractor and Company
References:
 GP 30-01-01 General Requirements for Marine Operations
 GP 30-01-02 Marine Transportation and Support Vessels
 GP 71-01-02 Upstream Health Inspection Process
Rev 02: April 2019 2-142

7.0 Management of Change

Overview
Introduction This chapter describes the expectations related the Management of Change process.
7.1 Scope……………………………………………………………………………………………….….7-144
7.2 Objectives…………………………………………………………………………………………...7-144
7.3 Definition….……………………………………..………………………………………………….7-144
7.4 Reference………………………………………………………………………………………….…7-144
7.5 Requirement………………………………………………………………………………………..7-144
7.6 Process………………………………………………………………………………………………..7-144
7.7 Examples……………………………………………………………………………………………..7-144
7.8 Management of Change DP Operations..…………………………………………..…7-145
Rev 02: April 2019 2-143

 Management of Change
Scope This system describes the management of changes to existing operations, approved
designs, procedures, standards, facilities, or organizations to satisfy the operations of
marine vessels requirement for Management of Change
Objectives The System objectives are:

 Permanent, temporary, and emergency changes are managed effectively
 Change is evaluated against an established set of criteria and necessary
endorsement / approval levels are established
 Temporary changes do not exceed initial authorization for scope or time
without review and approval
Definition The upstream OIMS glossary, maintained as part of upstream common guidelines
document on the upstream OIMS SharePoint, provides a listing of definition for
reference
The Vessel Operator must have in place a management of change (MoC) process. The
MoC process is a documented approval process which considers implications and
risks where changes are made to onboard vessel processes or procedures.
Reference 1. American Bureau of Shipping (ABS, 2013), Guidance notes on Management of

Change for the marine and offshore industries
2. OIMS System 7-1 (2017), Management of Change
Requirement A change will initiate the Management of Change (MoC) process when such change
has an impact on operational integrity risk.
Each vessel operator will define what constitutes an operational or vessel integrity
change, and each will develop its own processes to manage change.
Changes to existing vessel status, approved design, procedures or standards will be
evaluated and managed to ensure that risks arising from these changes remain at an
acceptable level.
Process Management of Change process consists of the following steps:

 Recognition of a change: Initiator – anyone can propose a change or identify
a latent change.
 Initial Review: Change Owner – Officer Level and above, with training in
MoC and risk assessment. This officer becomes the owner of the change.
Initiator and Change Owner complete initial review.
 Senior Review: Approver – Senior Officer (Master, Chief Officer, Chief
Engineer), or shore-based manager appraise initial review. For offshore,
Offshore Installation Manager or Production Manager.
 Detailed Risk Assessment: Subject Matter Experts – Relevant experts
perform risk assessment. Needed only for very complex proposed changes or
changes deemed during the initial review to have potential for major impacts
Rev 02: April 2019 2-144

 Approval*: Approver – Senior officer or shore-based manager approve

assessment and implementation plan.
 Implementation: Designated in the implementation plan or by the Approver.
Execution monitor by Change Owner
 Verification and Closeout by Change Owner, Onboard MoC Coordinator, or
Approver
*Note: All changes are approved before they are implemented; other review / endorsement /
approvals may occur between other process steps, as defined by the Assessable Unit
Examples:
 Change in designated scope of work or activity for the vessel (for example,
vessel scope of work changed to include personnel transfer operations)
 Change in equipment or equipment status
 Change in laws and regulations
 Change in procedures
 Change in key personnel (handover process)
 Temporary arrangements, changes or deviations
The MoC process should clearly define the level of authority required for approval of
a change. The MoC process should require the completion of an appropriate risk
assessment and the detail of the risk assessment, to be commensurate with the
exposure associated with the change.
Where required the Company may conduct its own MoC where there are key changes
in vessel activities, scope of work, or equipment. The Company should be notified of
any planned changes that may have an impact on operational safety or efficiency.
Management The Vessel Operator must use its management of change (MoC) process to address
of change DP changes in dynamic position (DP) capabilities, including where:
operations
 There is a change in DP status due to availability or status of equipment
 There has been a change in equipment failure mode settings
 Change in vessel work scope (e.g. construction to dive support)
 Vessel has been hired as a non DP vessel, but subsequently planned to be used in
DP mode
Company may conduct its own MoC where there is a change in DP status of the
vessel, including where the vessel was originally hired as a non-DP vessel, but
subsequently planned to be used in DP mode. When completing the MoC,
consideration should be given to:
 DP Training and Competency of vessel officer and crews
 Vessel DP operators familiarity of the equipment
 Status of equipment.
 Status of certification and most recent DP trials and report
Rev 02: April 2019 2-145

8.0 Field Operations

Overview
Introduction This chapter describes the expectations related to barge and Jack-up move activities in
the Company field.
8.1 Field Operations - General......................................................................... 2-1477

8.2 Rig/Barge Moves ....................................................................................... 2-14854
8.3 Anchor Handling/Towing Operations......................................................... 2-155
8.4 Towing Equipment ................................................................................... 2-15860
8.5 Anchor Handling Equipment .................................................................. 2-16163
Rev 02: April 2019 2-146

8.1 Field Operations - General

Introduction The purpose of this section is to provide guidance to Support Vessel Master and crews
on the safe and prudent movement of jack-up drilling rigs, barges and self-elevating
work over platforms (SEWOPS) operating within the Company field.
The guidelines represent the minimum standards of safety acceptable.
Vessel Operators are encouraged to implement them as an integral part of their own
safe practices and requirements. The Field Operations section mandates that all
movements and related activities of any drilling rig, barge or self-elevating work over
platform (SEWOP) shall be conducted in a safe and environmentally prudent manner
to ensure safety of personnel, equipment and property of Company including all
submarine pipelines.
Section 5.1 Anchor Handling and Rig/Barge Move Operations provides further
guidance and Must be referred to in conjunction with this section when engaged in or
planning these activities.
Safety Vessel operators must be guided by the general safety requirements highlighted in this
document.
Particular attention must be paid to the hazards associated with towing and anchor
handling operations and addressed/discussed in job planning, JSA’s and toolbox talks,
including:
 Handling of anchors, chains, wires and associated gear.
 Towing or work wire strains both during and after connection, with particular
attention and awareness of snap back zones.
 Slip and trip hazards in and around the work areas.
Rev 02: April 2019 2-147

8.2 Rig/Barge Moves

Rig/SEWOP/ Drilling Jack-up rigs and SEWOPS arriving from outside Company field shall embark
Barge Arrival Company Marine Rig/Barge move Master and a positioning surveyor at the periphery
of the field before making the final approach to a location. If this cannot be achieved
due to weather conditions or any other circumstance, the rig or SEWOP shall pin
down at the appropriate designated pin-down area.
In such cases whereby the rig / SEWOP will pin down at a designated pin down area
and the Rig / SEWOP has no Global Positioning System (GPS) receiver on board,
then positioning shall be left to the Master of the lead tug and the Master of the Rig /
SEWOP. In addition to determining the rig’s position by means of GPS, the Master of
the lead tug shall verify the accuracy of the position by other means (example: radar
range and bearing from a known platform). Where the rig / SEWOP has a GPS
receiver on board, a qualified operator shall endeavor to verify the accuracy of
position fixes.
Co-ordinates of the pin-down areas are:
 East Pin Down Area Latitude 4° 16.5’ North, Longitude 7° 58.0’ East radius 500
meters; Northing 30415 M, Easting 611361M (Expected penetration for a Drilling
rig at this location is 30+feet making it the preference during adverse weather
conditions).
 West Pin Down Area Latitude 4° 12.2’ North, Longitude 7° 42 .6’ East radius 500
meters; Northing 22500M, Easting 582500M. (Expected penetration for a Drilling
rig at this location is 8 to 12 feet).
Notes on the use of designated pin-down areas:

 Designated pin-down areas are located away from MPN platforms and subsea
assets, major construction work and anchoring is prohibited. Their use should be
notified to VMT Marine prior to arrival and final pin-down position reported.
 These areas are NOT surveyed on a regular basis, if a seabed survey is required,
either by the contractor or contractor underwriter, sufficient notification should be
given. Latest survey report will be forwarded upon request.
 During passage or route planning, these areas can be utilized as emergency pin-
down locations i.e. adverse weather, Rig/SEWOP or towing vessel incident.
Barges entering the Field should proceed to a recommended anchorage area, details of
which can be obtained from the Company VMT Marine
Rev 02: April 2019 2-148

Rig/Barge Moves, Continued
Work Barges, Work Barges with 4, 6 or 8 anchor mooring system move methods
move method
Positioning is controlled by two or more AHT’s, one AHT designated as towing
and
vessel, second or more AHT’s designated for anchor deployment. Vessels shall be
Categories.
capable of towing and anchor handling. A minimum of two towing / anchor handling
vessels shall be assigned for barge move and positioning operations. Once positioned,
one AHT shall remain on location, or no more than one hour away.
Work Barge move Categories

Work barge moves are categorized into three types (A, B or C) based on critical
requirements:
Note: All types of platforms shall be approached inside the 500m zone with
differential positioning provided by a Positioning Service to ensure adequate control
of the work barge while making approach to or departure from the platform, any
deviation will require MoC.
TYPE A
 Platform or offshore location with a straightforward approach or positioning
procedure. Platforms generally with one or two pipelines which usually run from the
opposite platform face from which the work barge is to be positioned and no
requirement for anchors to be deployed across adjoining pipeline(s). Requires the
attendance of Company Marine Representative when positioning inside platform
500m zone.
TYPE B
 Platform or offshore location with a more complicated approach procedure.
Pipelines in the vicinity coming off the platform on the face(s), adjacent to, and face
on which the work barge is to be positioned. Anchors are to be deployed across
adjoining pipelines. Requires the attendance of Company Marine Representative.
TYPE C
Platform with a difficult approach procedure, has limited approach corridors,
reduced exclusion zones and other structural / navigational hazards. Multiple
pipelines in the vicinity coming off the platform on the face(s), adjacent to, and
face on which the work barge is to be positioned. Multiple anchors are to be
deployed across adjoining pipelines. Requires the attendance of Company Marine
Rig Mover
continued
Rev 02: April 2019 2-149

Work Barges, For all Barge moves positioning to final position shall be undertaken using controlled
move method anchor wire tensioning by experienced winch operator(s), with due regard to adequate
and anchor soak time and observations to determine anchor dragging. Once barge position
Categories.cont is confirmed by survey/observation, the Barge PIC and Company Marine
inued representative will approve the final position.
Drilling Rig / Drilling Rig/SEWOP move methods

SEWOP move
Jack-up Drilling Rig / SEWOP final positioning is controlled either by:
method and
Categories. 1. Leg penetration/drag and towing vessel positioning
2. Self-propelled and leg penetration/drag
3. Deployment of anchors and vessel positioning using winches
Drilling Rig/SEWOP Move Categories
Company Rig/SEWOP moves are categorized into three types (A, B or C) based on
critical requirements:
Note: All types of platforms shall be approached inside the 500m zone with
differential positioning provided by a Positioning Service to ensure adequate control
of the jack-up drilling rig or SEWOP’s position while making approach to or
departure from the platform, any deviation will require MoC.
TYPE A
 Platform with a straight forward approach procedure, generally one or two
pipelines which usually run from the opposite platform face from which a jack-up
drilling rig/SEWOP is to be positioned. Has minimal exposure to adjoining
pipeline(s). Requires the attendance Company Marine Representative for SEWOP’s
and Company Rig Mover for Drilling jack-ups
TYPE B
 Platform with a more complicated approach procedure. Pipelines in the vicinity
and coming off the platform on adjacent face(s) to the face on which the jack-up
drilling rig/SEWOP is to be positioned. Buoy placement or transponders on
pipeline(s) subject to risk assessment or Rig underwriter’s requirements to indicate
approximate position and trajectory of pipeline(s). Verification from the seabed
survey using sector scan sonar and magnetometer/sub bottom profiler (if buried) that
all relevant pipelines are “as-layed” and charted may be used in lieu of buoy
placement. Requires the attendance Company Marine Representative for SEWOP’s
and Company Rig Mover for Drilling jack-ups.
TYPE C
Platform with a difficult approach procedure, has limited pipeline corridors,
reduced exclusion zones and other structural / navigational hazards. Hydro-
Acoustic beacons to be placed on the pipelines and Real time sector scan deployed
from the rig to verify pipeline position. Requires the attendance of Company Rig
Mover for SEWOP’s and for Drilling jack-ups.
continued
Rev 02: April 2019 2-150

Drilling Rig / For all moves, the Rig/SEWOP is soft pinned in final position, the position is verified
SEWOP move by measurements taken either direct from the rig or from the platform to rig. Once the
method and position is confirmed as satisfactory, the rig will be hard pinned upon confirmation
Categories. from the Drilling Superintendent/Company Man, that formal endorsement and
continued approval has been received from the facility PIC, and AOM respectively.
Depressurizati Flow lines at a distance of 50 feet (15 meters) or less from the rig approach or final
on of pipelines approved position or SEWOP legs shall be depressurized at least six hours prior to the
rig’s arrival at the platform location. An attestation to the fact of the lines having been
depressurized shall be signed by the Platform Superintendent and sent to the Drilling
Superintendent and Marine Operations Manager. Exceptions may be granted subject
to risk assessment and approved MoC.
The rig or SEWOP shall obtain confirmation from the Platform PIC that the
appropriate flow line has been depressurized before making its final approach.
See Appendix 10.12 - Jack up movement/positioning checklist
Preparation A proposed draft anchor pattern, or position plan for Drilling rigs and Jack-Ups must
for Rig/Barge be submitted from the Barge Master to the Marine Operations Manager, who will
Move or review for compliance with Company standards and procedures. If acceptable, the
Arrival anchor pattern will be transcribed into UN Marine format and returned to the vessel
for concurrence. Once agreed by the Barge Master, the Marine Operations Manager
will formally approve the anchor pattern / Position Plan for implementation. This
approval is valid for 1 month from the date of approval, after which a new application
for approval is required.
The planning phase sequence is as follows :

• Notification from Asset of intention to move a barge
• Readiness review meeting
• Sea bed survey report if required
• Draft proposed position plan from rig/barge
• Conversion of proposed plan into MPN format
• Review and approval of position plan
• Barge/Rig move procedure from owners/Master
• Positioning equipment and Surveyor
• Calibration of Survey equipment
• Nomination of assigned tugs
• MQA pre-inspection of tugs for towing and rig move suitability
• Nomination of MPN Barge/Rig Mover
• Nomination of 3 Marine Safety Advisors (MSA’s) – one assigned to
each tug for the purpose of monitoring safe deck operations and Tug /
Rig communication.
• Level 3 Risk Assessment
• Subsequent Move
• Upon completion of move, Rig/Barge mover to forward full report
containing “as built” positions and penetrations to Marine Technical
Supervisor for database updates with the Cartography department
Rev 02: April 2019 2-151

Notifications for moves are sent to the Marine Operations Manager or his designate at
least seven days prior to any move. This notification shall state:
 Proposed location and type (see below)
 Anticipated date of move, and
Any condition that may impact the move before, during or after the move is
initiated.
Prior to a move, a Platform inspection and seabed survey of the location are carried
out with reference to the following:
 Platform inspection showing detailed well slot positioning, helideck and other
obstructions
 From the seabed survey a clear seabed approach, including existing spud can
depressions and where applicable a geotechnical survey with expected final leg
penetrations
 For rig and jack up barge moves, a vessel and site specific geotechnical spud can
penetration analysis shall be provided when positioning within a 500 meter zone is
intended.
 Presence of any other barges or rigs within the 500m zone
The seabed survey is arranged by a Company 3rd party contractor. Seabed surveys are
required for any fixed structure location or open water site. A preliminary written
report of survey confirming seabed conditions and date performed shall be forwarded
to the rig for underwriters approval and copies sent to Company Drilling and Marine
departments. A final detailed report is sent to Company Marine department and
cartographic unit for Company field database update. The seabed survey report shall
be deemed to have elapsed 90 days after the survey is carried out, subject to Rig/Barge
Operator, Underwriter or specific location requirements.
continued
Rev 02: April 2019 2-152

Preparation, Prior to a rig move, the platform PIC, Company Drilling Supervisor and Operators
continued Rig Mover or designate shall:
 Inspect platform for any obstructions to rig approach or cantilever extension such
as recently installed equipment, communication tower, solar panels etc.
 Inspect well bay area to ensure clear access to all slots
Platform Information Sheets detailing dimensions, orientation, well slot templates and
configuration, and general platform layout shall be provided for use in pre-site
inspections by contractor and company representatives as information data only.
The platform information sheet does not supersede the requirement of physical
inspection prior to the rig move.
A rig/barge move notification shall be sent to all parties providing support services to
the rig by VMT Marine.
The Company Marine unit shall arrange field approach charts from company’s
cartography unit. The charts shall among other things show previous rig leg
penetration positions in relation to the present rig footprint, platform slot location in
relation to maximum skid of rig derrick and also pipeline location.
One AHT shall be maintained on the main tow line until completion of any pre-load
operations.
Company Policy mandates that rig / SEWOP legs are elevated to a maximum towing
depth no greater than fifty percent (50%) of actual water depth when under formal
towage within the parameters of Company lease concessions.
Towing vessel deployment should be arranged to achieve a controlled location
departure using leg penetration/drag and vessel positioning. Towing vessels shall be
employed to maintain the rig in a safe position as it clears the location until such time
when legs have been elevated to minimum depth equal to fifty percent (50%) of water
depth.
Rig legs shall at no time during towage in the field be lowered to a water depth greater
than 50% of the actual water depth at any given point. Any exception requires
Company Marine unit approval.
Only when rig is within the 500 meter exclusion zone and positioning for final
placement at structure or platform can the rig legs be lowered below the 50% actual
water depth of the location.
Permission must be requested prior entering 500m safety zones and all appropriate
500m entry checklist completed.
A Passage plan chart shall be prepared by the Company Marine unit showing
waypoints, courses and distances and any navigational hazards. Where spud can
inspection or leg repair is required involving the leg(s) to be lowered/ retracted below
the maximum 50% depth requirement, the contractor or his representative shall submit
a planned routing for the rig towage for Company Marine approval.
Rev 02: April 2019 2-153

Preparation, Company requires that dedicated and continuous radio communications be

continued employed between Rig / SEWOP and towing vessels during any movement. The
Company Marine rep and Rig Mover will designate an agreed working VHF
channel to be used during the rig move.
NOTE: The Company rig/barge move Master is on board the rig in an advisory capacity to protect
company’s assets. He, however, has the authority to stop a rig move at any stage if he considers
company’s assets to be endangered.
Towing Vessel Every towing vessel supporting a Rig or Barge move operation shall complete the
Inspection Towing Vessel Inspection Checklist maximum of two weeks prior each operation and
forward copy to the Company Marine Unit, See Appendix 10.10
Prior to rig move the Vessel must complete Prior Move Checklist, See Appendix 10.11
The Company Rig Mover / Marine Safety Advisor will inspect each towing vessel
prior each rig move to confirm vessel readiness and towing gear certification. The
Marine Safety Advisors (MSA) are assigned, one assigned to each tug for the purpose
of monitoring safe deck operations and Tug / Rig communication.
Rig Move Example Rig move procedure templates are included in Appendix 9.12, 9.13, 9.14,
Procedures and 9. 15, they include
 Open to Open location
 Open to Platform location
 Platform to Open Location
 Platform to Platform location
The Company rig mover is responsible for reviewing or completing these procedures
which are part of the pre-move risk assessment, see section 5.1.3 Rig/Barge move
planning
Rev 02: April 2019 2-154

8.3 Anchor Handling/Towing Operations

Agreed Marine procedures for barge or rig move operations shall be agreed by Company
Procedures and Marine Representative, Barge/Rig Mover and Master of AHT with clear instructions
Responsibilities laid down in writing prior to move operations.
The procedures shall identify the responsibilities of key personnel and identify the
person or persons in charge of the move. Vessel Masters shall satisfy themselves that
all vessel personnel fully understand what is required of them by the procedures.
The Master of each vessel is responsible for the maintenance and use of his own ship’s
equipment. In addition each Master shall complete a JSA and toolbox meeting with
his vessel crew to ensure that anchor handling and towing safety procedures are fully
understood.
The owner / operator of the barge/rig is responsible for all equipment, including
equipment hired specifically for the move and all towing gear installed on the
barge/rig. In addition barge/rig PIC shall complete a JSA, PTW, toolbox meeting and
evaluate SIMOPS activities to ensure that all non-essential personnel are restricted
from the winch and wire areas
A safe method of passing and connecting the towing pennant from the barge/rig to the
towing vessel shall be established, with a clear understanding of the procedures to be
used by all parties.
A readily available method of retrieval of the main towing gear established,
emergency towing system shall be identified and a safe method of connecting the
emergency towing system agreed.
Towing vessels shall ensure that the rig/barge personnel are aware of the time that
may be required to rig their spare towing wire.
When an additional vessel is available as reserve tug whilst on passage, it should be
rigged for towing.
Weather Weather forecasts shall be available and checked during all movement in the field and
Limits operations planned accordingly. In marginal weather conditions, the Master of each
vessel and the person in charge of the move shall agree to commence move
operations. If during the tow adverse weather conditions are experienced the use of
the Company East or West pin down areas should be used to pin the barge/rig until
conditions improve.
Pipelines, All parties involved in move operations shall have full details regarding the location of
Subsea pipelines and sub-sea obstructions / structures relating to the whole operation.
Obstructions/S
Where anchor handling and / or towing operations will be conducted near to pipelines
tructures
or sub-sea obstructions / structures, full written procedures shall be agreed by all
parties.
When an anchor or mooring wire becomes snagged on a subsea pipeline or structure,
no attempt should be made to free the anchor or wire. It should be buoyed off and
released pending subsea investigation and future recovery.
Rev 02: April 2019 2-155

Anchor handling/Towing Operations, Continued
Communications Effective communications are vital for safety. For this reason, adequate numbers of
key personnel shall be proficient in the English language. An effective radio
communication link on a nominated channel shall be maintained at all times whilst the
vessel is engaged in anchor handling and / or towing operations.
Seabed Debris Where any incident results in materials or equipment being left on the sea bed a full
report including position shall be submitted to the Company Marine department.
Scope of No anchor shall be placed inside the designated pipeline or subsea installation safety
Mooring corridor of 200m. Where the anchor cable crosses the pipeline the anchor deployment
distance shall be at least 300m away and further consideration shall be taken to place
the anchor at a greater distance, if due to pipeline/structure congestion the anchor has
to be placed at a distance of less than 300m but greater than 200m the distance must
be evaluated during risk assessment and development of the mooring procedure.
Exceptions may be granted subject to risk assessment and approved MoC
Where anchor cables are required to cross existing pipelines and submarine cables,
one of the following actions shall be performed and agreed as part of the anchoring
procedure :
 A mooring analysis, containing single line failure is to be carried out from which
the use of midline buoys will be determined. The midline buoys are used on
anchor wires to elevate the cable over the pipeline or subsea installation to the
prescribed vertical clearance to protect the subsea asset.
Sufficient back tension in the anchor line / cable shall be used to maintain a minimum
vertical clearance between the anchor cable and the existing pipeline or installation of
10 m at all times, when water depth permits, until the barge moves from location. In
shallow water, where this is not achievable, appropriate mitigation to avoid any
contact between anchor lines and existing pipelines or installations shall be in place.
The drop position of the anchor shall be verified by DGPS and electronically logged
and stored in the survey database.
The transfer of anchors from anchor handling vessel’s deck to rack and vice versa
shall not take place over subsea installations and pipelines,
When it is required to have an anchor cross a pipeline, the anchor shall be decked and
double secured by two independent means This additional security could be an
additional pennant of the same size and strength, but independent of the primary
pennant, or by securing the main anchor chain/wire in the jaws of hydraulic anchor-
handling tongs.
All anchor lines shall be load tested for a minimum of 15 minutes to a pre-tension
equal to the maximum expected operating loads to verify the holding capacity of the
anchors.
Rev 02: April 2019 2-156

Anchor handling/Towing Operations, Continued
Anchor When a multi-spread anchor vessel has been moored in the close proximity of an
retrieval and offshore installation it must be winched to a “stand-off” position, prior to the
management commencement of anchor recovery.
When a vessel moored in Company field discovers that an anchor is dragging, or that
in dragging it may have entered the 200 meters exclusion zone, or has been placed
accidentally in the exclusion zone, no remedial action shall be taken until the
Company Marine representative has given approval.
When a vessel has been moored, a continuous and efficient anchor watch shall be
kept, overseeing all components of the mooring system to watch for anchors dragging
or failing to hold designed tensions, or any other danger to the integrity of the mooring
system.
Any situation developing, with regard to the mooring system, which is becoming a
cause for concern shall be brought to the immediate attention of the Marine
Operations Manager or his representative.
After anchor recovery, the vessel shall deck the anchor and be winched toward the
barge or rig along the line of the anchor cable, until well clear of the pipeline, with
short enough scope to ensure that the entire anchor cable if clear of the seabed. The
vessel shall then move to the new anchor cable heading and subsequently to another
anchor location. At no time shall a bight of an anchor cable be allowed to drag across
the seabed during the repositioning of a mooring line that crosses a cable or pipeline.
Conventional multi-spread anchored vessels when moored within a 500 meter zone
must maintain the availability of a standby tug in close proximity (1 hour readiness)
manned and rigged for emergency towing and anchor handling at all times.
Rev 02: April 2019 2-157

8.4 Towing Equipment

Equipment In order to maintain a safe working environment for all persons on board the
following shall be addressed:
 There shall be in place a mechanical wire stopper for safe and effective of
stoppering wire pennants.
Use of Pelican hooks is strictly forbidden at all times
 The operation and maintenance of all equipment shall be in accordance to the
manufacturer’s instructions
 A system shall be in place for the testing, inspection, maintenance and recording
of anchor handling equipment retained on board vessels and barges
 Particular attention shall be paid when using soft eye pennants as the eyes wear
more quickly than hard eye pennants and require frequent inspections.
 The vessel main deck must be clear and free of any obstructions that may hinder
towing or anchor handling operations
The use of roller fairleads mounted on the deck or crash barrier of vessels shall be
carefully monitored, with inspection and maintenance performed regularly so as to
ensure that any uplift by external forces such as tugger wire, are not liable to dislodge
roller fairleads from their seating.
Care shall be taken when opening up wire coils, in particular pennant wires, as injuries
have occurred by the springing open of the coils following release of the securing
bands.
All equipment used in anchor handling operations shall be secured until required.
When running anchors, the anchor handling Vessel Master shall be advised where the
winches have payout limitations so that speed can be controlled. Effective
communication shall be established between the Master and the winch operator.
A set of cutting gear shall be readily available.
Lifebuoys with lines shall be readily available.
General Each vessel should keep up to date a tow-wire log detailing date of manufacture, hours
of use, weather condition, any damage, re-socketing information, cropping,
identifying marks and any other relevant information including dates and type of any
maintenance carried out. Stretchers should be included in a section of a tow-wire log
as to record periods of use and other relevant information.
All towing equipment should be closely inspected prior to use to ensure that it is
appropriate for the task to be undertaken. All certificates should current and on board
the towing vessel. All the equipment should be properly marked.
Stretchers and Stretchers should have protection against chafing and eyes or rings of an appropriate
Shock lines size for the shackles being used. They should be stowed so as to afford protection
from exposure to sunlight chemicals and abrasive particles.
Rev 02: April 2019 2-158

Towing Equipment, continued
Wires Except in case of emergency, tow wires should have a properly constructed eye or
socket terminal. Flemish eye or bulldog grips are not permitted except where no
alternative exists due to parted wires or other broken gears. Tow wires should be re-
socketed on a regular basis and after every long range tow in open water.
Gob Fittings Where Gob fittings are bolted to the deck, they should be securely fastened to ensure
that they cannot become loose with vibration.
Personnel working on Gob wires should be made aware of the trapped energy in the
form of torque and torsion and re-coiling hazard that is a feature of wires that have
been used for this purpose over a period of time.
Trunions and Many vessels have tow restrains of various type that are fitted close to the turning
Tow Restraints center of the vessel or are arranged so that the vertical plain of the tow-wire passes
appropriately through the turning center.
These should be used according to the designer’s instructions and drawings. They
should be rigged so that load is applied in a straight line to the component parts.
Shackles, links, swivels, lugs and blocks should not be used, as load at an angle may
lead to distortion or bending stresses which may cause a reduction in strength or
failure.
Shackles Shackles must be appropriately matched to the bollard pull of the vessel and the task
being undertaken and must be adequately secured to prevent shackle from coming
apart unexpectedly.
At all times 4 part type shackles shall be used in securing the tow or anchor handling
equipment.
Securing should be by means of a correct size split pin, properly inserted, or other
approved means appropriate to the shackles design, that cannot be inadvertently
dislodged. Welding rods or other temporary securing devices shall not be used on any
shackle.
Shackles shall be installed so as to avoid any side loading at all times
Pin threads and nuts shall be clean and free from burns to enable efficient connection
and disconnection.
Shackles must be inspected prior to use in a tow system and not used if damaged or
distorted any way.
Rev 02: April 2019 2-159

Towing Equipment, continued
Chafing Gear Chafing gear appropriate to the vessel configuration should be used to reduce wire
damage on long tows and thus reduce the hazards associated with changing tow-wires
at sea.
Chafing gear should be inspected closely and often, while in use, to determine the
extent of wear. It shall be borne in mind that the wire may wear inside chafing gear
and it is therefore advisable to move the gear along the wire at regular intervals to
check the condition of the wire that has been closed by the chafing gear.
A safe means of restraining the tow-wire is essential to enable the vessel crew to
perform maintenance on the chafing gear or the towing wire.
Spare Gear Spare gear should be carried appropriate to the towing operation. A spare tow –wire is
appropriate for a long tow, particularly for a single towing vessel. There should be
enough spare gear at least to rig an emergency or secondary tow.
Rev 02: April 2019 2-160

8.5 Anchor Handling Equipment

General The proper maintenance of anchor handling equipment is of prime importance in the
reduction and control of hazards associated with this activity. Close inspection of the
equipment is necessary and the speedy rectification of any fault will result in a safer
and more efficient operation
Work Wires Work wires must be of the adequate diameter and length for the anchor size,
associated pennant and mooring configuration and water depth.
Due to the incidence of wire damage, work wires must be inspected regularly to
ensure that any damage is immediately noticed and rectified prior to working anchors.
The securing device for the ‘bitter end ‘of the work wire must be the correct size for
the wire in use to provide adequate fixation to the winch drum.
Work wires should be loaded and secured to the drum at the corresponding side of the
drum for the lay and arrangement (overwound or underwound) of the wire to aid
proper stowage
Tugger wires should be of adequate size and strength with regards to the size and
weight of the gear being handled, and the power of the tugger winches. The SWL
must be at least equal to the maximum pulling power of the winch. They must be of
sufficient length to always have at least one full wrap on the winch drum at the
maximum extension. Tugger wires must also have an adequate means of securing the
‘bitter end’ to the winch drum.
Only Oil Rig Quality ‘ORQ’ type chain should be used in tugger wire chains tails.
Chain must be of SWL at least of the pulling power of the tugger winch.
For tugger wires ‘Latch lock’ style hooks are recommended.
As these wires must be inspected regularly and repaired/replaced as required. Records
shall be maintained.
Sockets and Because the majority of failures occur at or near the wire termination, the condition of
Eyes all sockets and eyes should be very closely monitored. The termination of work wires,
tugger and pennant wires in particular are subject to damage and corrosion (work
hardening, kinking, torsion and overstress) due to being wound unto winch drums
under load and compressed or distorted by other layers on top.
Sockets Must be inspected and maintained on a regular basis with particular attention
to the join between lug and the body of the socket. Hard eyes should be closely
monitored with particular attention to the wire at both ends of the swage and the
condition of the thimble. Any apparent damage shall be repaired immediately. Wires
with crushed or distorted thimbles should not be used. Care should be taken to ensure
that the swage is large enough to have an effective grip in the stoppering device, with
the appropriate sized inserts used.
Sockets and eyes must be of an appropriate size to enable easy connection when used
with the correct size shackles. The use of two shackles between pendants or work
wires is discouraged due to the hazards created when winding excess gear onto work
drums and the potential for side loading of shackles. Karm fork / shark jaw inserts
must be of the corresponding size to the wire being used.
continued
Rev 02: April 2019 2-161

Anchor handling Equipment, continued
Sockets and Current test certificates (preferably proof load or ultra-sonic/ magnetic particle test as
Eyes, continued a minimum) must be available for sockets (with individual serial numbers rather than
batch numbers) prior to use. Care must be taken that sockets are properly attached to
the wire by an experienced and competent person using correct procedures and
materials that are proved for the purpose. Care must be taken to follow the
manufacturer’s guidelines when using “Wire Lock”, “Socket Fast” “Chock Fast” or
similar recognized products.
Shackles Only shackles of sufficient SWL and appropriate design must be used when handling
anchors. Due regards should be given to the probability that the anchor may be deeply
embedded in the seabed thus increasing the load to which the equipment is subjected.
Link type shackles (Kenter) are preferred for connecting chain.
If ‘Bow’ or “D” type shackles are used for winding onto winch drums, they should be
placed such that the pin is toward the winch as this also reduces the incidence of
fouling of the wire when it is unwound under load.
Roller The use of roller fairleads or dollys mounted on the deck or crash barriers of vessels
Fairleads should be carefully monitored. Inspections and maintenance must be performed
regularly as any uplift by external forces, such as tugger wire, may dislodge roller
fairleads from their seating.
Personnel should never stand inside the bight of wire around a roller fairlead.
Vertical It is essential that hydraulic vertical rollers are situated in way of the stern to center
Rollers the wire and safeguard the crew while working near the stern section of the vessel.
Hydraulic or These usually come in the form of ‘Shark Jaws’ (or Triplex gear) ‘Ulstein Tong’, and
Mechanical ‘Karm Fork’ designs or other similar proprietary mechanical/ hydraulic securing
Stoppers devices. These devices should be used strictly in accordance with the manufacturer’s
instructions.
‘Ulstein Tongs’ Karm Forks’ and other types that utilize removable inserts for
different applications are dangerous if the wrong inserts are used. For this reason, it is
important that the correct insert type and size be used for chain and wire applications.
Locking safety devices must be fully engaged prior to crew commencing work on wire
or chain connections.
Hydraulic or Nitrogen emergency release systems should be tested on a regular basis
Rev 02: April 2019 2-162

Anchor Handling Equipment, continued
Buoy Catchers The vessel master must consider the following factors when buoy catchers are
deployed:
 Weather conditions
 Depth of water
 Weight of the buoy and pennant system
 Size and movement of the vessel
 Length of the pennant in relation to water depth
 Current or other conditions that may lead to an excess load being applied to the
catcher.
 Buoy catchers must be deployed over the top of the buoy so that the buoy is
pulled on deck from the connecting pennant wire.
Only ORQ type chain should be used in ‘Lightweight’ buoy catchers.
It is essential for safety that crew should clear the deck prior to the weight being
applied to buoy catcher and the buoy being lifted on deck. The riser pennant should be
secured in the mechanical wire stopper and the load taken off the winch before any
work commences on the buoy disconnection.
Chasers The chaser wire/chain should be of one continuous length. This reduces the hazards
associated with numerous shackles and sockets on the winch drum while recovering
anchors.
The chaser wire should be of a greater diameter than the work wire and long enough
for there to be at least one full wrap on the drum when it is paid out its full working
length for the water depth.
Chain Hooks Care should be taken when using chain hooks that the SWL is not exceeded. As there
is no means of locking in position, they may become distorted and fail if overloaded
or twisted. Chain hooks should not be used to haul if there is any doubt as to the load
that may be required to bear.
Chain Slings Only ORQ or similar should be used in endless chain slings.
or Endless
Chain Slings
Rev 02: April 2019 2-163

9.0 Appendix- Information
In this This appendix contains the following information:

appendix
9.1 UN Marine Work Activities Safety Matrix .............................................. 2-1578
9.2 Example Accident Report Form .................................................................. 2-159
9.3 Ship Security Assessment / Inspection Checklist ................................... 2-16063
9.4 Security Report Information Form ............................................................. 2-164
9.5 Safe Haven / Lock down Advisory .............................................................. 2-165
9.6 Company Contact Details, Including Emergency Contact Details........... 2-166
9.7 Bonny River Convoy Escort Procedures ................................................. 2-1678
9.8 Tank Cleanliness Standards ........................................................................ 2-169
9.9 Crane Direction Hand Signals ..................................................................... 2-170
9.10 Fuel Transfer Procedures .......................................................................... 2-1719
9.11 Safe Surfer Operations Procedures ......................................................... 2-18092
9.12 Ex. Rig Move Procedure Template - Open Location to Open Location 2-1935
9.13 Ex. Rig Move Procedure Template - Open Location to Platform .......... 2-1969
9.14 Ex. Rig Move Procedure Template - Platform to Open Location ...... 2-200202
9.15 Ex. Rig Move Procedure Template - Platform to Platform .................... 2-2036
9.16 Drill and Safety Meeting Report ............................................................... 2-2077
9.17 Near Miss and Hazard Report ................................................................... 2-2088
9.18 Hose Connection Arrangements ................................................................ 2-2099
9.19 Security Guideline Notice ......................................................................... 2-21010
9.20 Medical Service Requirements Onboard Marine Vessel………………...9-214
9.21 Cargo Securing Requirement……………………………………………...9-216
Rev 02: April 2019 2-164

9.1 UN Marine Work Activities Safety Matrix

SAFE WORK PRACTISES AND PERMIT MATRIX. PERSONNEL PROTECTIVE
PERSONNELEQUIPMENT
PROTECTIVE
MATRIX.
EQUIPMENT MATRIX.
WORK ACTIVITY Hazard JSA PTW PROCEDURE/ SWP ISOLATION COVERALL HELMET BOOTS EAR GLOVES GLASSES GOGGLES WORKVEST HARNESS RESPIRATORY
DECK DEPARTMENT. Exposure CHECKLIST. REQ. PROTECTION PROTECTION
1 MOORING M M M M M M M M M R R
2 ANCHORING R M R M M M M M R R R
3 CONFINED SPACE ENTRY. (ENCLOSED SPACE). M M M M M M M M M M R R
4 ANCHOR WORK (BARGES) M R M M M M R M M R R
5 LIFTING OPERATIONS. M M M M M M M M M M
6 PERSONNEL TRANSFER* M M M M M M M M M M
7 LIQUID/BULK LOADING AND TRANSFER. M M R M M M M M
8 CHIPPING/ GRINDING/ CHISELLING. R M M M M M M M M R M
10 PAINTING. R R M M M M M M R R M
10 TANK CLEANING. M M M M M M M M M M
11 WASH DOWN. R R M M M M M R R
12 LIFEBOAT LOWERING AND HOISTING. M M M M M M M M M
13 ANCHOR EQUIPMENT TEST. M R M M M M M R R
14 WORKING AT HEIGHT (WORK ALOFT). M M M M M M M M M R M
15 OVERSIDE WORKS. V M M M M M M M M M R M M
ENGINE DEPARTMENT
16 BUNKER INTERNAL TRANSFER M R M R M M M M
17 BUNKER LOADING M M M M M R M M M
18 HOTWORK INCLUDING GRINDING/DISC CUTTER. M M M M M M M M M M
19 MACHINERY REPAIRS/OVERHAUL. M M R R M M M M M M
20 STARTING/STOPPING MAIN ENGINE/GENERATORS M M M M M M M
21 CRANK SPACE INSPECTION M M M M M M BUMPCAP M M M M
22 SEPARATOR CLEANING. M M M M M M M M M M R
23 FILTER REPLACEMENT/CLEANING M M M R M M M M M M R
24 ELCTRICAL REPAIRS/MAINTENANCE M M R M M M R M M M M
25 SWITCHBOARD INSPECTION M M M R M M M M
26 WORKSHOP ACTIVITIES. M M M M M M
27 INTERNAL LIFTING OPERATIONS M R M M M M M M
28 SEA CHEST/OVERBOARD VALVES INSPECTION. M M M M M M M M M M
29 TANK CLEANING/COFFERDAM INSPECTION M M M M M M M M M M
30 BATTERY CHECKS/TESTS M R M M M M M
31 BILGE/TANK TOP CLEANING R R M M M M M M
32 FLOOR PLATES WASHING R R R M M M M M
33 HEAT EXCHANGERS M M R M M M M M M
34 DAVIT/CRANE MAINTENENCE M M M M M M M M M M M M M
35 LIFEBOAT ENGINE TESTS M R R M M M M M M
36 HVAC/ REFRIGERATION MAINTENENACE M M R M M M M M M
CATERING DEPARTMENT.
37 HOT PLATES CLEANING R M M APRON CHEF'S HAT M M M
38 DISHWASHING R APRON CHEF'S HAT M M M
39 COOKING R APRON CHEF'S HAT M M M
40 BAKING R APRON CHEF'S HAT M M M
41 WASHDOWN R APRON CHEF'S HAT M M M
Rev 02: April 2019 2-157

UN Marine Work Activities Safety Matrix, Continued

A B
REFERENCE PUBLICATION. REFERENCE PUBLICATION.
1 MVOM 3.1 COSWP 25.3/25.4/25.6/ANNEX 25.1-2 COSWP 4.5/4.7/4.9/4.11/4.12/12.4/ANNEX 25.1-2
2 SWP 1.20 MVOM 3.1 /4.1/17.6 COSWP 16/21/25.2 COSWP 4.5/4.7/4.8/4.9/4.11/4.12/12.4/25.2
3 VMS 4.4 MVOM 11.0/11.2/4.7 COSWP 4.8.6/6.5/17 ANNEX 16.1.2 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.10/4.11/12.4 ANNEX 4.1-4.2
4 MVOM 3.1 COSWP 25.2 COSWP 4.5/4.7/4.9/4.11/4.12/12.4/ANNEX 25.1-2
5 SWP 1.20 MVOM 4.1/17.6 COSWP 16/21/29/ 31.2/31.2-31.5 ANNEX 16.1 SWP 1.3.1/ 1.4.4/COSWP 4.5/4.7/4.9/4.11/4.12/12.4
6 WMS 2.3 SWP 1.2 COSWP16/ 21.21/31.6-7 MVOM 5.1/17.7-17.10 ANNEX 16.1.5
SWP 1.3.1/ 1.4.4/COSWP 4.5/4.7/4.9/4.11/4.12/12.4
7 SWP 1.2/1.3 MVOM 7.0/8.0/COSWP 29/31.2-31.5 SWP 1.3.1/ 1.4.4/COSWP 4.5/4.7/4.9/4.11/12.4
8 SWP 1.2/1.3 COSWP 20.3..3/20.4/20.6 SWP 1.3.1/ 1.4.4 COSWP 4.5/4.7/4.8/4.9/4.11/4.12/12.4/12.7/20.6/24.6
9 SWP 1.2/1.3 COSWP 20.4 SWP 1.14.3 COSWP 12.4 COSWP 4.5/4.7/4.8/4.9/4.11/4.12/24.3
10 VMS 4.4 MVOM 11.0/11.2/4.7 COSWP 4.8.6/6.5/17 ANNEX 16.1.2 SWP 1.19.2 COSWP 4.5/4.7/4.9/4.11/12.4
11 COSWP 13.2 SWP 1.4.4 COSWP 4.5/4/7/4.9/4.11/4.12/12.4
12 COSWP 10.4 SWP 1.4.4 COSWP 4.5/4.7/4.9/4.11/4.12/12.4
13 MVOM 3.1 COSWP 25.2 SWP 1.4.4 COSWP 4.5/4.7/4.9/4.11/4.12 12.4
14 COSWP 15.2/15.3/15.4/15.5/15.6 ANNEX 16.1.5 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/4.12/12.4/12.4/15.2.3/ ANNEX 4.1-4.2
15 WMS 2.3 COSWP 15.2/16 ANNEX 16.1.5 SWP 1.4.4 COSWP 4.5/4.7/4.9/4.10/4.11/4.12/12.4
16 MVOM 4.0/6.0/10.7.4/12.5 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
17 MVOM 4.0/6.0/10.7.4/12.5 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
18 SWP 1.9/1.10 MVOM 10.7.4 COSWP 16/23 ANNEX 16.1.4 SWP 1.4.4 COSWP4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
19 WMS 2.8/4.0-4.7 COWSP 22.4/22.6/22.7 ANNEX 16.1.3 SWP 1.4.4 COSWP4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
20 COSWP 22 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
21 WMS 2.3/3.4/ 4.4/4.5/5.0-5.6 COSWP 4.8.6/6.5/17 ANNEX 16.1.2 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
22 WMS 2.8/4.0/4.2/4.4/4.5. COSWP 22.4 16.1.3 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
23 WMS 2.8 COSWP 22.4 ANNEX 16.1.6 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
24 WMS 2.8 COSWP 22.11 ANNEX 16.1.6 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
25 COSWP 22.12 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
26 SWP 1.2/1.3 COSWP 20.5 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
27 SWP 1.20 COWSP 21 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
28 WMS 2.8/4.4/4.5 COSWP 22.4 ANNEX 16.1.3 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
29 WMS 2.8/3.4/ 5.0-5.6 COSWP 4.8.6/6.5/17. ANNEX 16.1.2 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
30 SWP 1.26 COSWP 22.16/22.17/22.18 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
31 SWP 1.12.1 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
32 SWP 1.12.1 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
33 WMS 4.0/4.4/4.5 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
34 SWP 1.33 WMS 2.8/ 4.04.4/4.5 ANNEX 16.1.5 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/4.12/12.4/12.4 ANNEX 4.1-4.2
35 WMS 2.3 COSWP 15.2 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/4.12/12.4/12.4 ANNEX 4.1-4.2
36 WMS 2.8 COSWP 22.8 SWP 1.4.4 COSWP 4.5/4.6/4.7/4.9/4.11/12.4 ANNEX 4.1-4.2
37 COSWP 14.1/14.3/14.8 SWP 1.4.4 COSWP4.7/4.11/ 12.4
38 COSWP 14.1/14.3 SWP 1.4.4 COSWP4.7/4.11/ 12.4
39 COSWP 14.3/14.5/14.6/14.8 SWP 1.4.4 COSWP4.7/4.11/ 12.4
40 COSWP 14.3/14.5/14.6/14.8 SWP 1.4.4 COSWP4.7/4.11/ 12.4
41 COSWP 13.2 SWP 1.4.4 COSWP4.7/4.11/ 12.4
Rev 02: April 2019 2-158

9.2 Example Accident Report Form

Introduction Below is example Accident Report form that may be used to report Accidents,
Incidents and Near Miss events as required by the Company
NAME OF VESSEL:__________________ COMPANY:______________________
Personnel details:
Name of injured: Rank:
Date of Birth: Sex:
Nationality: Date engaged:
Accident Details:
Date of accident: Time:
Date reported: Time: Reported to:
Place of accident: Location of Vessel:
Weather Conditions: Wind: Sea: Swell: Visibility:
Description of accident:
Was injured person wearing correct Personal Protective Equipment: Y / N
Injury Details:
Nature of injury:
Details of first aid treatment rendered:
Remarks:
Note: any further information pertaining to the accident to be attached on separate sheet
Name of Master:_________________ Signature:______ Date: ___________
Name of Witness:_________________ Signature:______ Date: ___________
Rev 02: April 2019 2-159

9.3 Ship Security Assessment / Inspection Checklist

Ship Security Assessment/Inspection Checklist
Ship Security Assessment/Inspection Checklist

(insert Ships name )
General Information
Contractor
Mobil Group
Mobil Office Phone:
FSEM Equivalent
Classification Insert Ship Photo
Date Conducted:
Location:
Name:
Descriptive terms
“GOOD”: (G) A piece of equipment, system or procedure conspicuously exceeds the “SATISFACTORY” standard;
“SATISFACTORY”: (S) A piece of equipment, system or procedure meets a satisfactory industry standard and/or
regulatory compliance and guidelines and is suitable for its intended purpose;
“UNSATISFACTORY”: (US) A piece of equipment, system or procedure does not meet the “SATISFACTORY” standard due to
its inherent design, or type, or due to a defect requiring repair, modification or other work to achieve a “SATISFACTORY”
standard.
Threat Statement
Vessel Access Control

Item Yes No N/A Comments and/or Description
Are written procedures established for
controlling authorized access
handling of unaccompanied baggage?
Are all personnel and their baggage searched for
prohibited and contraband items on entry/exit?
Are types of contraband/prohibited items
displayed onboard?
Are Crew/Visitor induction briefings carried out?
Are Restricted Areas Identified and marked with
Signage
Are cranes locked when not in use and keys
controlled by the SSO?
Ships Technical Security
Yes No N/A Comments and/or Description
Rev 02: April 2019 2-160

Ships Radar working

Is communications equipment serviceable and
regularly maintained?
Binoculars available for Bridge and Deck
Watches
Night Viewing devices available
Ship fitted with Operational AIS
Ship fitted with Operational SSAS
Vessel tracking system fitted
Close Circuit Television Cameras
Ships alarm system functional
Ships PA system Functional
Ships Lights and Spot lights working
Vessel Physical Security

Can the Bridge be locked down
Do Safe Haven doors have the capability of being
locked down?
Do all accommodation doors maintain effective and
serviceable locks?
Are all portholes and doors kept closed?
Vessel Security Emergency Response

Is there a response procedure for detection of
Suspicious craft?
Is the Lockdown Procedure exercised routinely?
Have Safe Havens been identified. ?
Have personnel been informed of the location?
Do Safe Havens have communication capability
while in lock down
Is there a First Aid capability within the Safe Haven
Are there sufficient potable water and rations held
within the Safe Haven
Vessel and Corporate Communications
Item Yes No N/A Comments and/or Description

Is the communication room equipped with
telephone, radio, and e-mail facility
Are SLOs and vessel SSOs identified and do they
maintain interface contact details?
Are routine communications checks conducted by a
land based 24hr security focal point to all vessels in
the operating area?
Does the bridge maintain an up to date emergency
contact list?
Is GPS tracking, GMDSS or AIS operational (where
fitted)?
Is there an effective covert notification/duress
system in place?
Are communication means provided for key
security positions
Vessel Personal Security

Rev 02: April 2019 2-161

Is a POB kept and updated daily and sent to POB

focal points?
Is there a formal process for monitoring or
accounting for personnel on board?
Vessel Movement
Is vessel movement logged and tracked by 24hr
security focal point and vessel log?
Are vessel arrivals/departures communicated to
Marine controls or other communications center
Does vessel movement comply with movement
restrictions?
Are operational Safety and Exclusion zones for
platforms and pipelines known and are entry
procedures into the zones followed?
Vessel Regulatory Security Requirements

Does the vessel maintain current ISPS ship security
plan?
Is the vessel adopting the correct ISPS security level
measures?
ensuring the security of essential security
maintenance equipment that include
deterring and tampering with essential
security maintenance equipment?
Corporate Incident Reporting

Are all marine security incidents reported directly
to the Offshore Marine Coordinator immediately?
Are Incident reports made directly after the
Incident
Is a full Incident Report sent to VMT 24hrs after
incident
Baseline Vessel Security Measures (Anti-Piracy )

Is a 24HR watch conducted on Bridge (radar, visual &
communications)?
Has the Master/Capt had any Anti-Piracy briefing or
training?
Is the waterline fully illuminated around the vessel?
Have areas of easy access from the waterline been
noted for watch purposes (Anchor Chains).
Are watchman/men deployed and equipped with
torches, radio and binoculars?
Are Workshops and tool storage units secured to
deter use of ships equipment against the vessel?
Are swing & mooring ropes secured above decks?
Are fenders secured at night to deter access
Are access doors secured when not required for
safety and operational use?
Are all valuables locked away and or held in safes?
Are ships personnel aware of security notification
requirements for a Security Incident?
Are personnel briefed on Security Incident SOPS?
Rev 02: April 2019 2-162

Other Security Measures

Security of sensitive Information
Security of dangerous equipment
Ability to escalate security based on temporary threat
escalation
Security Documentation is in place.
Ships Security Activity Plan has been completed
Security Induction register is up to date
Security Control Centre identified onboard
Security Equipment inspection maintenance and
service history’s
Workforce security awareness program in place
Security Incident Plans

Security of sensitive Information
Are all Security Incident Plans documented for the
following:
Detection of Suspicious Craft/Boat
Lock Down/Safe Haven Routine
Stowaways and Searches
Unauthorized Boarding
Bomb Threats and Searches
Are Vessel personnel trained on the Plans
Have the Plans been tested
Are drills/exercises conducted
Are Drills/exercises recorded
Rev 02: April 2019 2-163

9.4 Security Report Information Form
MPN Report Information
Information required for a Security Incident Report should include but not limited to the
following information:
Vessel Name: _________________ Date: _____________ Time: ________
1. The exact location of the vessel when attack/incident occurred
2.Reason for vessel being at that location
3. Any other vessels in the area
4. Who and how many men on watch and their locations
5. Visibility and sea/wind state
6. Where on the vessel did boarding take place (If applicable)
7. Location where unauthorized boarders left the vessel ( If applicable)
8. How they boarded (Ropes/ladders etc., if applicable)?
9. Time boarders arrived and time spent on board ( If applicable)
10. Number of men their dress/ description ( If applicable)
11. Weapons carried ( If applicable)
12. Shots fired ( If applicable)
13. Their language /wording and conversation/demands etc. ( If applicable)
14. Number of vessels boarders used, description, engines make etc. ( If applicable)
15. Direction of their escape. ( If applicable)
Rev 02: April 2019 2-164

9.5 Safe Haven / Lock down Advisory

THE SAFE HAVEN
The safe haven/citadel should conform to the following criteria:

 The single safe haven or if there are a number of safe havens on board i.e. engine room, bridge etc.
must have the capacity to hold all of the crew. This is difficult in the case of accommodation barges,
which can carry in excess of 400 personnel. The ideal would be to lockdown the whole of the
accommodation citadel. As a measure it should be considered a possibility to provide two or even three
separate Safe Havens. One is the ideal, as it has better command, control, muster and group comfort
benefits.
 All doors must be capable of internal locking; ideally all portholes should be blocked by steel plate, or
at the very minimum have security mesh fitted to them. Port holes that cannot be accessed by intruders
can be discounted.
 Means of escape (Safety) should be of a high consideration.
 Communications between the vessel (Safe Haven) and shore are vital. Communication between the
different Safe Havens is also vital for muster purposes and all clear messages etc.
 Other considerations for the Safe Havens/Citadels are the availability of toilets, drinking water,
emergency lighting, first aid and fire-fighting equipment.
THE LOCK DOWN DRILL
Once the location of the Safe Haven(s) / Citadel has been decided upon and the criteria met, time should be
taken to develop a lock down drill that suits the vessel. Whenever possible, or at times of increased risk,
doors to the Safe Haven/Citadel should be secured except for the entry door. If you can answer the
following questions you should achieve a smooth, efficient and effective drill:
 Does everyone know the location of the Safe Haven?
 What is the Alarm/Signal to lock down and move to the Safe Haven?
 Where is the entry point to the Safe Haven?
 Who has the responsibility of locking down the other doors?
 How is muster/head count carried out?
 Who polices the entry point and has the responsibility of locking the entry door?
Locking down is not always the best option; however it is an option and if you do not have options you
cannot make choices!
Rev 02: April 2019 2-165

9.6 Company Contact Details, Including Emergency Contact

Details
MPN CONTACTS FOR OFFSHORE INSTALLATIONS AND VESSELS

To contact Company on a fixed line Dial 01 2801100 wait for Voice prompt then Dial 3 followed
by the extension number.
VMT (Offshore Marine Coordinator) Contact Details:
Position: VMT Marine
Office Location: QIT - Office is manned 24/7
Office Phone: Ext. 3-3570
Tetra: 8783 3570
Office GSM: 08172067828
08172067829
08172068013
Emergency Phone: Ext. 6722
Standby VHF radio channel: VHF 87
Standby SSB radio: 7970.0 kHz
Email: vmt.marine@exxonmobil.com
MPN Security Control Centre QIT – 24hrs

Tel - +234824433888
GSM - +2348171109373
GSM (International) - +17134318555 Ext 33888
Tetra - 43889
Rev 02: April 2019 2-166

9.7 Bonny River Convoy Escort Procedures

BONNY RIVER CONVOY ESCORT PROCEDURE --- INTELS FACILITATED
AND JTF CONTROLLED
(Service Discontinued February 2019)
1. Convoy Composition Guideline Two gunboats for up to 4/5 vessels. In the event the
convoy exceeds 4 then 3 gunboats for 6/8 vessels and 4 gunboats for up to 8/10 vessels.
This will also be based upon JTF’s discretion as some of the gunboats are bigger with
greater stand off weapon capability.
2. JTF Cover In addition to the gunboats escort facilities, the JTF will be deploying Navy
warships at Onne and off the Bonny River along with periodic air patrols to enhance
OVERALL security in the area.
3. Company Coordination Each company will nominate one vessel in their lot of vessels as
the (leader) coordinating vessel. Should any of the companies decide to have a
Company Convoy leader on board; such entity will be on the coordinating vessel.
4. Communication Gun boats and all vessels keep listening watch on Ch. 16. Working
Channel will be CH 77. Maintain radio silence throughout on Ch. 16 except in an
emergency. Gunboats will be on call sign GB1 (Golf Bravo One). Call signs for convoy will
be C1, C2 and so on (Charlie one, Charlie two etc. in order of sequence umber). Vessel
coordinators on board will communicate with their base offices on SSB channel only.
Companies are requested to intimate JTF HQ and INTELS of this frequency. INTELS will
also be on HFSSB on 6797.4 MHz.
5. Communication between Gunboats and JTF/INTELS This will be on INTELS dedicated

channel
6. Convoy Timing----Outbound FLT/FOT Onne will be 0830 and inbound will be 1300 from
off Bonny terminal. Convoy timings will have a maximum window of 30 minutes.
Variation to these timings will be promulgated at 1700 the previous day if required.
Seaward R/V with Security Escort Boats will be at 10 NM South of Bonny FWB at 1000
hours or as promulgated in the Convoy notification email in case of any changes.
7. Procedure All companies are to inform INTELS security and JTF by email
(securityonneport@orleaninvest.com) AND sms of their intended movement plan for
the next day by 1700 hours daily. Should the numbers be not acceptable (e.g. being far
too many on a particular day) this will be communicated to the companies with an
intention to ensure equal cover is provided to the vessels/companies by the JTF.
8. INTELS will provide convoy list to all oil majors who will disseminate the same to their
vessels/vessel owners. This information is to be handled with due security on a need
to know basis only.
Rev 02: April 2019 2-167

9. Convoy Procedure Vessels through their oil companies coordinate for convoys to
form up at seaward R/V point which will be 10 NM South of Bonny FWB at 1000 hours
daily or such other location and time which will be promulgated in the Bonny Convoy
list daily (if different from the one stated here) for INBOUND convoy and make
contact with Bonny terminal for clearance/Green Light and also make contact with
GolfBravo1. Meet GB1 off Bonny Terminal at inbound convoy time (1300 hrs.) to
proceed up the channel. For OUTBOUND departure point remains FOT waters. The
Security Escort Boats will take over the convoy at Bonny Terminal from the JTF and
Escort the convoy out to sea till 10 NM South of Bonny FWB.
10. Convoy Distance Vessels to keep 350 meters distance between ships.
11. Logistics Support All fueling, logistics support will be by INTELS.
12. Clarifications All clarifications will be by INTELS Security office
Rev 02: April 2019 2-168

9.8 Tank Cleanliness Standards
Tank Cleaning Standards

Inspection shall confirm that tanks have been cleaned to the following appropriate standards:
Mud standard
 Tank bottoms, and internal structures, stringers frames etc., clear of mud solids
and semi-solids.
 Cargo lines flushed through with clean water and lines drained of water.
 Pump suctions checked clan.
 Sounding pipes flushed from the deck.
 Tank pumped clear of all water / mud mixtures.
Base Oil Standard

 In addition to the above;
 All tanks surfaces wiped clean of residues.
Brine Standard
 In addition of the above;
 Tank shall be cleaned with detergent to achieve the highest standard of
cleanliness possible.
 All traces of water and detergent shall be removed from tank.
Rev 02: April 2019 2-169

9.9 Crane Direction Hand Signals
HOIST (RAISE) LOWER BRIDGE TRAVEL

With forearm vertical — and With arm extended downward — With arm extended forward —
forefinger pointing up — and forefinger pointing down — and hand open and slightly
move move hand in small horizontal raised — make pushing
hand in small horizontal circle circle. motion
in direction of travel
TROLLEY TRAVEL MOVE SLOWLY STOP

With palm up — and fingers closed Use one hand to give any motion With arm extended—and palm
— point in direction of motion, and signal and place the other hand down—hold position rigidly
jerk hand horizontally. motionless in front of hand giving
the motion signal by anyone
present.
EMERGENCY STOP MULTIPLE HOIST CRANES MAGNET DISCONNECTED

With arms extended—and palm Hold up one finger to indicate block With palms up, crane operators
down—move hand rapidly to the 1, & two fingers to indicate block 2. spreads both hands apart
right and left. Follow with regular hand signals
Rev 02: April 2019 2-170

9.10 Fuel Transfer Procedures

Preamble
The transfer of fuel at the jetty and offshore is a potentially hazardous operation and must be conducted in
a safe and controlled manner. All vessels operating or providing services for Company are required to have
detailed procedures for delivering and receiving bunkers, as appropriate, incorporated into their vessels
Safety Management System (SMS). The instructions provided herewith are considered the minimum
requirements appropriate for vessels conducting bunkering operations within Company fields from Vessel
to vessel, vessel to platform / rigs and vessels receiving bunkers in port.
This procedural guidance relates to safety of vessels, personnel, facilities, and protection of the marine
environment. Guidance on fuel quality or reconciliation procedures shall be only from Company authorized
fuel operations representatives.
Vessel operators and platform managers must ensure that officers or persons designated as in charge of
bunkering operations are fully trained and competent to perform these duties.
Fixed installations include all Maritime Mobile Units i.e. platforms, rigs and jack up barges.
Any spillage or release of fuel during transfer from designated storage facility or piping / hose is an
environmental incident and must be reported immediately via the VMT, and in case of inability to contact
the VMT to, Company Marine department & Facility PIC.
Hoses used shall have sufficient floatation collars fitted to prevent sinking and subsequent damage by ships’
propellers. Any length without floatation shall be kept & lashed on board to ensure they do not get to the
water.
When transferring fuel to a Company drilling rig, only todomatic/ todomatic- union connections are
permitted, the use of camlocks/ camlock- union connections is prohibited.
Hoses shall be fitted with retro-reflective tape at intervals along their length to improve their visibility.
The PIC of the supply facility shall ensure that bunker transfer hoses are closely inspected regularly for
damage and doubtful lengths replaced. Any hoses found damaged must be removed from service and
clearly marked until such time that it can be safely disposed of.
Prior to commencing bunkering operations
The operation shall not commence until both parties have completed a Job Safety Analysis (JSA) involving
all participating crew of both vessels or vessel and facility.
An officer or responsible person must be designated as in charge of the bunkering operation on each vessel
/ facility.
The officer / responsible person in charge of the bunkering operation MUST be thoroughly familiar with
bunkering operations and these requirements.
A bunker operations checklist MUST be completed, confirmed and signed by both parties. See Ship/Shore
checklist below.
All external hot work shall be stopped and hot work permits revoked.
Rev 02: April 2019 2-171

No smoking conditions are imposed and ‘No Smoking’ sign is conspicuously displayed around the
bunkering. This will remain in place until the operation is complete and the hoses have been secured.
Sounding and tank monitoring equipment and systems including hi-level alarms where fitted shall be
checked and confirmed operational where practicable before the bunkering starts. Transfer must be through
meter and both parties must witness and agree on the reading of the meter before commencement of transfer
Both the supplier & receiver shall delegate personnel at their ends to tend the hose until the operation is
completed. This watchman shall have suitable communication equipment to be able to communicate with
the vessel. The person appointed for the task shall ensure that he can see the hose at all times. He shall not
allow other operations to distract his attention from the hose and must not be assigned any other duties or
involved in other activities.
Communications must be established between:

 Officer / person in charge on each vessel / facility
 Officer / person in charge and the bridge / control room
 Appointed hose watchmen and officer / person in charge
The receiving facility must have personnel to monitor the receiving rate.
The fuel transfer lines and tank valves shall be carefully checked before commencing operations. Valves
not in operation shall be sealed off properly.
Before transfer commences, the tank soundings of the delivery vessel shall be obtained. The soundings
shall be checked at regular intervals and compared with fuel received on the receiving vessel.
A marker to indicate the filling up of a particular tank shall be used.
The receiving facility officer / person in charge shall ensure that there is sufficient room in the tank for the
quantity of fuel requested, taking into consideration the vessel tank loading specifications
Both parties shall agree the signal for an emergency stop.
The officer / person in charge must verify that the hose/s identified to be used is/are the one/s used.
Deviation must be agreed by both Masters and/or PIC of the supplying and receiving facilities.
All fuel hoses must be clearly marked with intended use to avoid inadvertent misuse. Hoses used for potable
water must not be used for transferring fuel. In no circumstances shall any other hose(s) be used apart from
marked bunker hoses for fuel transfer purposes.
Prior to transfer, mooring arrangements shall be agreed by both parties (supplying and receiving vessel /
facility). Consideration shall be made for difference in freeboard in deciding mooring arrangement so as to
avoid vertical mooring line and consequently undue stress on fairlead. Certified mooring bitts must be in
place. Moorings shall be maintained such that no strain is imposed on the hose by vessel/s movements.
There shall be no combined DP and mooring arrangements at any time, with the exception of alongside fuel
transfers between smaller receiving vessels, given the relatively minor imposed loadings.
When passing the hose to or from the platform, a heaving line shall be used. This shall be attached to the
hose end. The hose shall then be slackened off gently with enough tension to keep the hose-end out of the
water and clear of the vessel’s propellers. Hose transferred by crane shall be fitted with an independent
lifting device which shall be designed so as not to impose stress on the hose structure.
Rev 02: April 2019 2-172

Both supplier & receiver shall ensure that the hose is secured and monitored in such a manner as to prevent
it entering the water. Hoses passed between vessels or between vessel and facility shall be securely capped
to prevent marine pollution or water contamination of fuel.
Pollution prevention equipment shall be in place as per vessel’s SOPEP. Oil spill equipment shall be readily
available either at the hose connection or along the hose path on each vessel or facility. There shall be
adequate supply of absorbent materials on board to prevent any release reaching the water. Vessels’ SOPEP
lockers shall be checked to ensure availability of adequate supplies.
Drip trays shall be in place, empty of accumulated rain water. Fire-hoses and extinguishers must be ready
and available for immediate use.
Fuel tank vent save-alls shall be dry, clean and with drain plugs secured tightly.
Scuppers and drains direct from deck to sea shall be plugged.
The fuel supplier / receiver vessel shall fly the “B” flag by day and show an all-round red light where it can
best be seen at night.
During periods of darkness, adequate illumination shall be provided over the hose throughout the operation.
Start, max & topping rates must be agreed between both receiver/supplier.
During fuel transfer
When the hose is connected and lines are set, the provider of the product shall be directed to start pumping
at an initial slow rate to allow time for both parties to check fittings / hard piping and hoses for leaks. When
both parties confirm that all is well, the fuel is entering the correct tanks and no leaks are observed, the
provider of the cargo shall be advised to increase the rate of pumping to agreed maximum.
The receiving vessel shall always load at a rate, which can be safely handled by the vent system and is
comfortable for the personnel involved in the bunkering operation.
During receipt the tank level shall be monitored at frequent intervals and compared with fuel received on
the receiving vessel. The frequency of checks should be dictated by the size of the tank being filled and the
rate at which it is being filled.
Comparison of transferred quantity must be made regularly between the supplying and receiving facilities.
If large discrepancy (> 0.5%) of quantity received/transferred is noticed, transfer must stop until the reason
for the discrepancy is resolved or Fuel Control representative permits continuation of transfer.
At least one person per vessel / facility must at all times be in sight of the entire length of hose as is
practicable from their vessel / facility.
For station keeping at a facility, the ‘officer of watch’ should have clear sight of the hose in the water. If
the hose approaches the propellers or thrusters, the vessel bridge must be immediately notified.
Hoses shall be closely monitored to avoid damage from chafing due to vessel movement.
Where concurrent cargo lifts have been agreed, Crane lifts shall not cross over charged hoses.
Bulk transfer using two hoses may be acceptable provided hoses are of the same length. Not more than one
hydrocarbon product can be transferred at one time.
Rev 02: April 2019 2-173

Communications shall be periodically verified between all parties at intervals as agreed. Radios shall be
intrinsically safe.
Whenever possible bunker operations shall be conducted during daylight hours but when conducted during
darkness illumination must be provided such that leakage would be sighted at any part of the hose.
If during operations, due to changing circumstances, any party considers it has become unsafe to continue,
operations shall immediately be stopped, hoses drained and disconnected.
The weather shall be closely monitored, transfer operations must cease if lightning is close by or if either
party thinks it is unsafe to continue due to deteriorating weather conditions.
The Master and crew involved shall observe practices of good seamanship at all times.
On completion of operations
After the transfer, the tanks shall again be sounded and figures verified by both parties before the delivery
vessel leaves location.
Fuel hoses shall be fully drained using a method agreed by both parties. If hoses are to be purged by gas
care must be taken to prevent overflow of full tanks.
Care shall be taken to avoid spillage when disconnecting hoses. Hoses shall be securely capped before being
returned to the owning vessel / facility.
Bunker Delivery Note (MARPOL Appendix V requirement) and SDS handed over to the receiving vessel
or platform before the final departure from the location of delivery vessel.
Rev 02: April 2019 2-174

Ship/Shore Safety Check-List
Receiving Facility:
Supplying Facility:
Date of Arrival: ___________ Time of Arrival_________________________
INSTRUCTIONS FOR COMPLETION:
The safety of operations requires that all questions should be answered affirmatively
by clearly ticking (√) the appropriate box. If an affirmative answer is not possible,
the reason should be given an agreement reached upon appropriate precautions to
be taken between the ship and the terminal. Where any questions is considered to
be not applicable, then a note to that effect should be inserted in the remarks column.
A box in the columns ‘ship’ and terminal’ indicates that checks should be carried out
by the party concerned. The supplying facility shall be deemed Terminal or shore. The
presence of the letters A, P or R in the column ‘Code’ indicates the following:
A – any procedures and agreements should be in writing in the remarks column of

this check list or other mutually acceptable form. In either case, the signature of
both parties should be required.
P – in the case of a negative answer, the operation should not be carried out
without the permission of the Port Authority.
R – indicates items to be re-checked at intervals not exceeding that agreed in the

declaration.
Part ‘A’ – Bulk Liquid General – Physical Checks
Rev 02: April 2019 2-175

Bulk Liquid - General Ship Terminal Code Remark

1. There is safe access between the ship and shore. R
2. The ship is securely moored. R
3. The agreed ship/shore communication system is A R System:

operative.
Backup System:
4. Emergency towing-off pennants are correctly R
rigged and positioned.
5. The ship’s fire hoses and fire-fighting equipment are R

positioned and ready for immediate use.
6. The terminal’s fire-fighting equipment is positioned R
and ready for immediate use.
7. The ship’s cargo and bunker hoses, pipelines and
manifolds are in good condition, properly rigged and
appropriate for the service intended.
8. The terminal’s cargo and bunker hoses or arms are
in good condition, properly rigged and appropriate
for the service intended.
9. The cargo transfer system is sufficiently isolate and
drained to allow safe removal of blank flanges prior
to connection.
10. Scuppers and save-alls on board are effectively R
plugged and drip trays are in position and empty.
11. Temporarily removed scupper plugs will be R
constantly monitored.
12. Shore spill containment and sumps are correctly R
managed.
13. The ship’s unused cargo and bunker connections are
properly secured with blank flanges fully bolted.
14. The terminal’s unused cargo and bunker N/A
connections are properly secured with blank flanges
fully bolted.
15. All cargo, ballast and bunker tank lids are closed.
16. Sea and overboard discharge valves, when not in

use, are closed and visibly secured.
17. All external doors, ports and windows in the R
Accommodation, stores and machinery spaces are
closed. Engine room vents may be open.
18. The ship’s emergency fire control plans are located Location:
externally.
19. Fixed IGS pressure and oxygen content recorders R
are working.
20. All cargo tank atmospheres are at positive pressure P R
with oxygen content of 8% or less by volume.
21. The ship is ready to move under its own power. P R
22. There is an effective deck watch in attendance on R

board and adequate supervision of operations on the
ship and in the terminal.
23. There are sufficient personnel on board and ashore R
to deal with an emergency.
Rev 02: April 2019 2-176

24. The procedures for cargo, bunker and ballast A R

handling have been agreed.
25. The emergency signal and shutdown A
procedure to be used by the ship and shore
have been explained and understood.
Bulk Liquid - General Ship Terminal Code Remark

26. Safety Data Sheets (SDS) for the cargo transfer have P R
been exchanged where requested.
27. The hazards associated with toxic substances in the H2S Content:
cargo being handled have been identified and See SDS supplied.
understood. Benzene Content:
28. An International Shore Fire Connection has
been provided.
29. The agreed tank venting system will be used. A R Method:
30. The requirements for closed operations have R

been agreed.
31. The operation of the P/V system has been verified.
32. Where a vapour return line is connected, operating N/A A R

parameters have been agreed.
33. Independent high level alarms, if fitted, are A R
operational and have been tested.
34. Adequate electrical insulating means are in place in A R
the ship/shore connection.
35. Shore lines are fitted with a non-return valve, or P R
procedures to avoid back filling have been discussed.
36. Smoking rooms have been identified and smoking A R Nominated smoking rooms:
requirements are being observed.
37. Naked light regulations are being observed. A R

38. Ship/shore telephones, mobile phones and pager A R
requirements are being observed.
39. Hand torches (flashlights) are of an approved type.
40. Fixed VHF/UHF transceivers and AIS equipment

are on the correct power mode or switched off.
41. Portable VHF/UHF transceivers are of an
approved type.
42. The ship’s main radio transmitter aerials are
earthed and radars are switched off.
43. Electric cables to portable electrical equipment
within the hazardous area are disconnected
from power.
44. Window type air conditioning units are
Disconnected.
45. Positive pressure is being maintained inside
the accommodation, and air conditioning
intakes, which may permit the entry of cargo
vapours, are closed.
46. Measures have been taken to ensure sufficient R
mechanical ventilation in the pumproom.
47. There is provision for an emergency escape.
Rev 02: April 2019 2-177

Stop cargo at:_25 KNOTS

48. The maximum wind and swell criteria for A
operations have been agreed. Disconnect at:_30 KNOTS
Unberth at: 35 KNOTS___ and

above
49. Security protocols have been agreed between the

Ship Security Officer and the Port Facility Security A
Officer, if appropriate.
50. Where appropriate, procedures have A P been AP
agreed for receiving nitrogen supplied from shore,
either for inerting or purging ship’s tanks, or for
line clearing into the ship.
If the ship is fitted, or is required to be fitted, with an inert gas system (IGS) the following
statements should be addressed:
Inert gas system Ship Terminal Code Remark

51. The IGS is fully operational and in good P
working order.
52. Deck seals, or equivalent, are in good working R
order.
53. Liquid levels in pressure/vacuum breakers are R
correct.
54. The fixed and portable oxygen analysers have R
been calibrated and are working properly.
55. All the individual tank IG valves (if fitted) are R
correctly set and locked.
56. All personnel in charge of cargo operations are
aware that, in the case of failure of the inert gas
plant, discharge operations should cease and
the terminal be advised.
DECLARATION
Rev 02: April 2019 2-178

We, the undersigned, have checked the above items in Parts A and B, and where appropriate Part C
or D, in accordance with the instructions, and have satisfied ourselves that the entries we have
made are correct to the best of our knowledge. We have also made arrangements to carry out
repetitive checks as necessary and agreed that those items with code ‘R’ in the Check-List should be
re-checked at intervals not exceeding _____ hours.
If to our knowledge the status of any item changes, we will immediately inform the other party.
For Receiver For Supplier
Name_______________________________ Name______________________________
Rank_______________________________ Rank______________________________
Signature____________________________ Signature___________________________
Date________________________________ Date_______________________________
Time________________________________ Time_______________________________
Record of repetitive checks:
Date:
Time:
Initials for
ship:
Initials for
shore:
Date:
Time:
Initials for
ship:
Initials for
shore:
Rev 02: April 2019 2-179

9.11 Safe Surfer Operations Procedures

SAFE SURFER OPERATIONS PROCEDURE
This document provides general standards, and practices for UN Surfers crew boats. It describes safety
precautions, navigational principles, maneuvering in tight waters and offshore oilfields and cruising in
open waters.
1 GENERAL GUIDELINES
High-speed capability is a major feature of Surfer crew boats. However speed must be adapted to:
1. Suit operating conditions (environment and weather)
2. Provide suitable passenger comfort
3. Ensure vessel reliability and cost effectiveness
Skippers must be able to overcome the potential consequences of unexpected changes in operating
conditions.
Guideline 1:
After sustained high-speed cruising, docking or maneuvering nearby offshore structures must not
be attempted without first stopping to check that the vessel responds properly in astern direction.
This check requiring only a few minutes allows the crew to make necessary adjustments or switch
to back-up system before a situation develops.
Guideline 2:
Surfer skippers must control drift during maneuvers at docks, boat-landings or other structures. The
Surfer skipper must always have the ability to
1. disengage and/or stop the engines
2. counter or at least slow drift using engine thrust
Guideline 3:
Emergency drills are mandatory. A record of drills must be kept in the Surfer’s Logbook. Drills
must address the following situations:
1. Man overboard
2. Serious injury during transfer
3. Loss of critical mechanical controls
4. Fire
5. Abandon vessel
6. Unauthorized boarding by armed personnel ( security)
Preparedness to deal with emergency events calmly and effectively depends on practicing
emergency procedures in simulated emergency situations.
Guideline 4:
The stern transom with the water jets is the most vulnerable part of the Surfer craft. In so far as
possible, maneuvers should be carried out in the forward direction maintaining a safe distance
between the stern and dock (or boat landing). Bow-to-stern mooring of two Surfers at a buoy is
prohibited.
Guideline 5:
At offshore oil installation locations, surface mooring lines for barges, mooring buoys can change
rapidly. Before entering the site, Surfer Skippers must obtain up-to-date information on changes
and potential hazards.
Guideline 6:
Night runs to, from or between vessels or MPN facilities are only allowed with special permission
of the Offshore Security Manager, Safety Manager or NPO Construction Manager or JVO
Manager.
Rev 02: April 2019 2-180

Guideline 7:
Capsizing fishing canoes or small boats can lead to serious consequences. When approaching small
craft, Surfer Skippers must be careful to:
1. Reduce wash by passing small craft at a safe distance
2. Reduce speed and avoid wake
3. Observe the effect of the passage on the small craft and be ready to intervene immediately
to save life and property in case of capsizing.
2 MANEUVERING NEAR OFFSHORE INSTALLATIONS AND CONSTRUCTION

VESSELS
Responsibility of Surfer Skippers
Prior to undertaking any maneuver near offshore installation or construction vessels, Surfer
Skippers must assess the conditions, implement any necessary safety precautions, and be ready to
overcome unexpected situations to ensure the safety of the personnel and the surfer.
Approach to facilities or vessels
Before entering the 500-meter zone or approaching a construction vessel after sustained high-speed
cruising, Surfer Skippers must stop the surfer and check that the surfer responds properly in astern
direction.
Approach should be made with care. Surfer Skipper must evaluate current, sea, wind and swell
conditions before undertaking the approach. Power should be adapted to operating conditions.
Authorization must be obtained from the OIM/PIC/Vessel’s Captain before entering the 500-meter
zone of platforms and offshore installation, drilling, and production support vessels.
3 NAVIGATION AT NIGHT OR IN RESTRICTED VISIBILITY

When operating a Surfer craft under nighttime or restricted visibility conditions the Surfer Skippers
must utilize all available means to ensure safe navigation.
Requirements for operation during these conditions will include the following:
1. Shipboard equipment (radar, VHF radio, navigation lights and searchlight) must be in
proper working order.
2. Two-man wheelhouse watch during transit; Surfer Skipper and Surfer deckhand.
3. Careful watch keeping is necessary for items not detectable by radar. E.g.; fishing canoes,
flotsam and buoys. Every vessel shall proceed at a safe speed adapted to the prevailing
circumstances and conditions of restricted visibility.
4. Up to date charts must be onboard.
5. Upon arrival at the offshore site, the Skipper must make contact before entering the
offshore installation exclusion zone (500M) or approaching a MPN 3rd Party vessel (i.e.
construction vessel, jack up, support vessel, etc.)
6. The searchlight should be used when operating near mooring buoys and all navigational
hazards.
4 JOURNEY MANAGEMENT
Overview
Before undertaking any journey offshores, adequate voyage preparation must be made.
1. Before departure, Surfer skippers must perform a technical check. Any nonconformity
identified must be noted and reported to the Surfer owner, the MPN Marine or project
contact and VMT. All decisions will be made based on the identified items prior to the
commencement of any voyage.
Rev 02: April 2019 2-181

2. An approved voyage plan which details the surfer’s POB, call sign, contact information,
current fuel and water stores onboard, and route will be emailed or faxed to the installations
associated to the surfers voyage, VMT, and MPN security prior to mobilizing to the field.
Responsibility
Surfer Skippers are empowered to postpone or cancel the voyage if they consider that conditions
are unsafe.
At the time of departure from the Shore-base (Onne) for offshores, Surfer Skipper must contact the
VMT and give his ETA (Estimated Time of Arrival) to the field.
The VMT will advise the surfer skipper his assigned platform (geographical coordinates of the
location. The VMT will also inform the offshore Security Manager or his designate of the surfer
arrival.
Voyage Pre-planning
The voyage to offshore must be pre planned in terms of:
1. Fitness of the Skipper and his crew
2. The surfer must be technically sound with enough fuel and water for the voyage
3. ETD and ETA and the intended offshore locations
4. Contacts when in MPN field
5. Security update for the field
6. Any other pertinent information concerning the voyage
7. At no time will the surfer exceed the total number of passengers that the surfer boat is rated
for.
For any voyage to take place, there must be onboard a Surfer Skipper and an assistant Surfer
Skipper.
The surfer skipper will complete the Surfer pre-planning voyage checks and ensure he has course
charts, formal instruction and field layout map.
During the voyage, the Surfer Skipper must be in constant contact with the VMT for any further
instructions. The safety of the surfer boat and the personnel is the responsibility of the Surfer
skipper.
Nautical charts and offshore site maps

Nautical charts (SHOM or Admiralty) must be kept on board and up to date. No voyage will be
undertaken without proper charts. Offshore field maps from MPN shall also be available on board.
Copies of nautical charts and offshore field maps are available at the Shore-base (Onne) and must
be kept up-to-date.
Communications
The Surfer Skipper must ensure that he has a reliable radio communications (Marine VHF /SSB
tune to 7970.0 KHz). The Surfer skipper will verify that communication equipment (Marine
VHF/SSB tuned to 7970.0 KHz) radio is working properly.
Technical inspection
The Surfer skipper will ensure that the Surfer undergoes a complete technical inspection according
to the Surfer Technical checklist for departures from Shore-base. The pre-departure inspection from
any location should be carried out by an Engineer at minimum once a day.
Authorization for departure one location to another

Authorization must be obtained from the PIC (MPN Person in Charge/ or his rep) and same
communicated to the VMT. Surfer must communicate and obtain permission before leaving any
assigned location for another.
5 LOADING AND UNLOADING DECK CARGO
Rev 02: April 2019 2-182

It is mandatory for the surfer to comply with the builder-defined specifications for cargo loading
on her front deck. Payload and deck strength limitations must not be exceeded under any
circumstances.
In addition to the instructions in this manual, Surfer Skippers must comply with all safety
precautions concerning handling, lifting, and slinging cargo units.
Precautions for loading and unloading deck cargo

a. Ensure weather/sea/wind/ current conditions are suitable for safe operations.
b. Contact the platform to determine the exact characteristics of the cargo. Refuse to load cargo
units exceeding the capacity of the surfer.
c. Prepare the loading zone for the cargo.
d. Do not position the surfer directly under suspended cargo until lowering has been completed.
This precaution will limit damage should slinging components fail.
e. Cargo handler(s) on the deck must never place themselves directly under suspended cargo.
f. Cargo handlers must not touch the cargo directly at any time. Adequate taglines must be used
to avoid injury to personnel. If not attached, the load should be refused until attached.
g. Refuse any cargo stored on pallets, or pressurized bottles not secured within an MPN approved
bottle rack.
h. Exercise great care when transferring cargo in nets. Transfer of bulk materials should be kept
to a minimum (e.g. never more than one drum per transfer).
i. Cargo handlers should guide take-off using a “tagline”. Taglines should be at least 3 meters
long.
j. All passengers and non-essential personnel are to clear the deck prior to loading or unloading
of cargo.
k. No back loading of cargo at night is allowed.
Criteria for accepting or refusing deck cargo
Rev 02: April 2019 2-183

To ensure safety during transfer and transit, the Upstream Nigeria in line with the surfer
manufacturer’s recommendation has defined the following weight and size criteria for accepting or
refusing deck cargo onboard Surfers. Personnel should be informed of these limitations.
The decision to accept cylinder racks and other unstable, hazardous cargo depends on sea
conditions.
Surfer type Deck area (m) Height (m) Maximum Maximum total
LxW H(1) admissible deck cargo weight
payload weight
S 1400/150(2) 1.5 x 1.5 1.2* 600 kg 750 Kg
(275 kg/m2)
S 1600 4 x 1.5 1.2* 2.7 T 4T
(500 kg/m2)
S 1800 4 x 1.5 1.2* 3T 4T
(500 kg/m2)
S 195 1.5 x 1.5 1.5 1T 2T
(500 kg/m2)
S 197 C 2 x 1.5 1.2 1.5 T
S 200 1.5 x 1.5 1.5 1T 2T
(500 kg/m2)
S 201 3.6 x 1.5 1.5 2.7 T 7T
(Back deck) (500 kg/m2)
S 220 4 x 1.5 2.20 3T 7T
(500 kg/m2)
S 250 4 x 1.5 1.5 2.7 T 4T
(500 kg/m2)
N.B.: Maximum swells height for cargo transfer is 1.5 m.
(1): The maximum cargo height has been lowered to 1.2 m. This limit can be raised up to 1.6 m for
short runs in good weather.
(2): Maximum dimensions for cargo loading on Surfer 149C is L= 3 m x W = 1.50 m
APC Type 1.2 x 1 x 0.90 Type 4 x 1.5 x 0.90

Starting on Surfer 1400 Maximum volume for Surfer 1600-1800
Simultaneous transportation of passengers and cargo
Rev 02: April 2019 2-184

Simultaneous transportation of passengers and cargo require special attention on the part of Surfer
Skipper to ensure safe access to and from the passenger cabin, aisles must be kept clear and cargo
must be safely stowed and secured. Cargo loading operations must be stopped while passengers are
boarding or de-boarding via the boat landing. All passengers and non-essential personnel will clear
the deck prior to loading or unloading of cargo.
6 TRANSFER OF PERSONNEL OFFSHORE
General information
This section describes guidelines necessary to ensure the safest possible passenger transfer
operations. Surfer Skippers and facility / construction vessel PIC’s are responsible for
implementing these guidelines. The Company approved methods of Surfer boat passenger transfer
are: use of Fit-for-purpose Surfer Ladder and use of the Personnel Transfer Basket. Transfers to
and from the platform boat-landing deck either by using swing ropes or by pinning the bow against
the boat landing structure is prohibited.
However, if any alternative surfer boat personnel transfer method is considered, permission must
be obtained in writing from the platform PIC or project manager. The Surfer Skipper must
participate in the assessment of the alternative means of transfer and will participate in the
development of the JSA for the transfer. The JSA will be reviewed prior to each transfer at the
offshore installation by the deck personnel and the offshore installation personnel associated with
the transfer. The JSA will be revised to cover any change in condition or task not covered in the
existing JSA in accordance to MPN safety guidelines.
The Surfer Skippers, Offshore Installation Manager OIM/ PIC/ or MPN 3rd Party Vessel PIC are
solely responsible for deciding if weather conditions are suitable for safe passenger transfer.
In case of dangerous condition (defined in the table below as red conditions) the Surfer Skipper
must postpone or cancel transfer operations and inform the PIC / OIM by radio. Safety lines must
be in place from the bow stairwell to the accommodation entrance during passenger transfer. Access
to the passenger cabin must be clear and unimpeded.
If the Surfer Skipper or Surfer personnel observe that a passenger is unfamiliar or uncomfortable
with use of the surfer ladder, transfer operations should be stopped until the passenger can be
reassured.
During transfers to offshore installations or vessels, all passengers must wear proper clothing
(coveralls), head protection, footwear (safety boots or closed shoes) and MPN approved personal
floatation device (PFD).
Personnel transfer via surfer ladder
Basic guidelines
 MPN approved personal floatation device (PFD) must be worn during all transfer and while
personnel are onboard the surfer.
 The MPN safety film must be shown on board Surfers equipped with video systems or on the
facility / construction vessel. If no video system is in place a safety briefing must be given verbally
by the Deckhand prior to boarding or departure.
 Transfer must not begin until the Surfer Skipper or Deckhand gives the signal.
 Both hands must be free when climbing the surfer ladder.
 The Surfer deckhand plays an essential role in ensuring safe passenger transfer. He must stand
outside the handrail of the bow stairwell. His duties include:
 Timing transfer in function of swell movement
 Actively assisting passengers during boarding and de-boarding
 Handling carry-on baggage
 Ensuring that the passengers do not attempt to climb the Boat-landing ladder when the
surfer is at the bottom of the swell
 The Surfer deckhand must understand that he is in control of the transfer and if he feels it
is unsafe to transfer, has full authority to STOP THE TRANSFER.
Rev 02: April 2019 2-185

Decisional matrix for passenger transfer

To assist evaluation of risks before each passenger transfer, Surfer Skippers should use the decision matrix
shown below. The matrix takes into account two components in determination of the risk of passenger
transfer, i.e.:
 Environmental conditions, i.e., swell and wind.
 Human factors and equipment, i.e., passengers, surfer ladder and Surfer.
Instructions and definitions

 Estimated wave height is evaluated at the Boat-landing by determining the maximum height of fall
experienced by the surfer in relation to prevailing weather conditions.
 Swell frequency should be evaluated and approved by all parties involved.
 Wind speed is provided at the site.
 For passenger safety briefing, refer to information communicated to passengers in the Surfer safety
film.
Note: On the site, it must be viewed prior departure to ensure that potential Surfer users have received
safety instruction. If no video is available the safety briefing in the attachments must be given. Personnel
must acknowledge this briefing by signing their names in the facility briefing log book prior to using the
surfer.
 Prior to the transfer the condition of the surfer ladder must be evaluated:
 The offset between the ladder and bow must be at least 30 cm.
 Inspection for wear or damage on the landing posts that might prevent the Surfer bow
from sliding smoothly and general condition of welding joints, corrosion and ladder steps
 Condition of Surfer should be evaluated based on assessment of the following points:
 State of bow fenders. There should be no irregularity that could reduce the distance
between the bow and ladder to less than 30 cm at any time.
 State of handrails on Surfer Bow stairwell.
 Any steering defect that might hinder station-keeping in the surfer ladder. Any technical
problem that could endanger the surfer, crew or passengers should be corrected as
described in Section 1.6 of this Manual.
Passenger transfer is prohibited in any situation involving defects relating to both the surfer
ladder and Surfer.
Decisional Matrix for Passenger Transfer
RISK Determinants / Factors
Rev 02: April 2019 2-186

GREEN ORANGE RED

Factors Factors Factors
Wave height 0 to 1.50m 1.50m to 2.50m More than 2.50m

(meters)
Wave frequency More than 15 10 to 15 seconds Less than 10 seconds
(seconds) seconds
Wind speed Less than 20 knots 20 to 28 knots Greater than 28
(knots) knots
Passenger Mandatory Mandatory Mandatory

safety briefing
Landing Mandatory Mandatory Not Recommended.
Transfer is stopped
assistance For unmanned For unmanned
platforms this may be platforms this may be
the first person that the first person that
has disembarked has disembarked
Condition of Minor defect Moderate Severe
Boat-landing
Condition of Minor defect Moderate Severe
Surfer
RISK LEVEL GREEN ORANGE RED
The level of risk is determined by weather conditions
The level will be determined at the site by the PIC or his representative and the Surfer Skipper.
Any significant change (weather, condition of the Surfer) will be reported to the PIC and or the
Surfer Skipper who may change the risk level and defer the transfer.
The matrix should be interpreted as follows:

Green Level: Transfer can proceed: Acceptable level of safety is achieved. Green Level conditions
do not mean there are no risks.
Orange Level (at least 3 boxes ticked): Surfer Skipper must postpone transfer until weather
conditions improve or Landing facilities are repaired
Red Level: Surfer Skipper must cancel passenger transfer.
Personnel Transfer by Personnel Basket to Surfers

Before beginning passenger transfer using a crane basket, Surfer skippers must ensure that the
following safety measures have been taken:
Rev 02: April 2019 2-187

 Rig supervisor/PIC/OIM/Vessel/Barge/Jack-up/Lift-boat master has been informed of the

number and origin of transferring passengers.
 Reliable radio communications have been established with the facility.
 Deck has been sufficiently cleared for safe lift-off and touchdown of the basket.
 Foredeck on smaller Surfer crew boats has been determined to be large enough to accommodate
the basket diameter.
 The Surfer deckhand has taken position on the deck to guide the basket during lift-off and
touchdown.
 Transferring passengers have donned lifejackets properly and are standing on opposite sides of
the basket.
 Only daylight condition is allowed
Both the PIC and the Surfer Skipper must both agree that conditions are safe for passenger transfer.
Either of them can suspend the operation.
7 PERSONNEL TRANSFER TO AND FROM VESSELS
Personnel transfer to and from vessels / work barges equipped with Surfer ladder
For transfer to and from vessels equipped with compliant surfer ladder (good condition and 30 cm
between ladder steps and Surfer bow), the criteria for transfer risk assessment are the same as those
defined in section 17.7.2.2.
The Surfer Skipper should request that the Shipmaster position his vessel to protect the Surfer from
swell and wind.
Personnel transfer to and from vessels not equipped with Surfer ladder.
This is not allowed without written permission from the PIC.
However Surfer skippers may consider requests from Personnel in case of emergency (medical
evacuation, breakdown…) or other exceptional circumstances. Transfers should be undertaken only
if safety conditions are acceptable. The Surfer Skipper and the vessel Master must both agree that
the conditions are safe for this type of transfer.
Personnel transfer to and from export tankers

In this case the Surfer crew boat serves as a pilot boat or is required to move Government Officials.
The two main hazards involve the possibility of:

 The surfer crew boat being sucked against the tanker due to the boundary layer effect alongside
a moving vessel. To avoid this problem, the Surfer skipper must not approach until the tanker
is dead in the water with no drift and never at the stern.
 Personnel falling during transfer. Tanker movement and swell are the main risk factors for this
accident.
The Surfer Skipper must establish VHF radio contact with the tanker Captain. He should request
that the tanker stop and provide safe access for the Surfer on the leeward side.
Rev 02: April 2019 2-188

Transfer to and from export tankers without a surfer ladder is a higher risk operation. Transferring
passengers must wear required PPE; life-jackets and coveralls. They should have both hands free
and wait for the signal from the Surfer skipper or Surfer deckhand before transferring.
If the Surfer crew boat is moored parallel to the tanker, passengers must disembark from the front
deck area of the Surfer. Transfers must never be attempted from the wheelhouse area or back of the
Surfer because of the high risk of falling or crushing injuries due to unpredictable rolling
movements.
Before transfer, the Surfer crew must ensure that the combination ladder is rigged properly over
the bow of the Surfer. The length of the ladder should be adjusted so that it remains clear of the
Surfer crew boat. This precaution is necessary to prevent the crew boat from jerking the ladder
while passengers are climbing up.
Night transfers should be avoided if at all possible. If a night boarding is required, the area must
be illuminated. If a searchlight is unavailable on the Surfer crew boat, the Surfer skipper should
request that tanker Captain install a light over the combination ladder.
Before undertaking transfers to or from export tankers, the Surfer Skipper, Vessel Master, Mooring
Master and other parties involved should hold a risk assessment meeting using the MPN
procedures.
8 PERSONNEL TRANSFER AT NIGHT
Night transfer of personnel is not normally allowed. However, if it becomes necessary, it is required
that a specific JSA and Risk Assessment be done. This transfer can only be approved by the Area
Operations Manager.
Transferring passengers at night requires special precaution:

 Landing areas must be well illuminated
 Lifesaving equipment (lines, ring with rescue light) must be operational
 Swell is maximum at 1.50m height
 A properly functioning searchlight must be available
The general direction of the current should be determined prior to commencing transfer.
9 TRANSFERING SURFER SKIPPERS AND/OR DECKHANDS
Surfer Skippers and Deckhands must only be transferred off using a fixed facility and MPN
Standard procedures must be adhered to.
Transfers using micro-surfers are not allowed.
Transfers between Surfers moored alongside are not allowed (no surfer to surfer transfers).
Transfers from a vessel (or barge) alongside are not allowed without a
gangway.
10 Personnel Transfer (Basket and Frog) IMCA SEL 019/IMCA M 187 – Guidelines for lifting
operations – contains useful guidance for lifting operations.
Rev 02: April 2019 2-189

Subject to local regulations, company and client procedures, transfers by personnel

carrier to or from vessels or offshore structures can be undertaken using a number of
different devices. The three main devices used are:
 Collapsible net – the oldest personnel transfer carrier design, in which personnel are
transferred whilst holding onto the outside of the lifted structure. This type requires
the tension to be maintained in the crane wire. The use of these non-rigid type
carriers should be discouraged due to carrier instability, especially when they are
submitted to any kind of vessel/crane movement;
 Rigid basket – unsecured, standing passenger position, within a rigid internal or
external framework with impact protection from a cushioned base;
 Rigid capsule – secured seated passenger position, stainless steel frame and
buoyancy for floating and self-righting. In some cases seating is mounted on a
suspension system.
Rev 02: April 2019 2-190

The following additional factors should be taken into consideration:

 the necessity of the transfer and alternatives available;
 the suitability of the vessel(s) to maintain station;
 size of the landing area on the vessel with particular attention to obstructions
that may interfere with the carrier in a drive off/drift off scenario;
 the likely route of the carrier during transfer and any differences in freeboard
between the vessels or offshore structures involved;
 any wind speed, vessel movement or other operating limitations of the crane to
be used;
 any other operations that may directly or indirectly affect the transfer.
 It should be ensured that:
 the crane operator is competent for man-riding operations;
 the crane is fully operational and certificated for man-riding operations;
 the transfer carrier is visually inspected before starting the transfer;
 communications between banksmen, crane and vessel are in place and working;
 environmental and vessel motion conditions are suitable;
Rev 02: April 2019 2-191

 relevant crane operator and banksmen have good visibility of the pick-up,
transfer and landing area.
Equipment
The crew boat used for the transfer should be in seaworthy condition. IMCA S
004/IMCA M 189 – Common marine inspection document – provides guidance on the
selection of a suitable vessel. The following areas in particular should be considered
for personnel transfer operations:
 visibility of the transfer area by the Master either directly or via closed circuit
television (CCTV);
 clear deck space in the transfer area free from obstructions, including room for a
vessel crew member to assist transferring personnel;
 suitable securing arrangements for the crew member to be tethered when assisting
in transfer operations;
 non-slip deck coatings at and around the transfer location;
 personnel locator beacon (PLB) system for man overboard incidents;
 ability to recover a person from the water using only the minimum number of
persons onboard.
11 DRILLS, SAFETY MEETING AND INCIDENT REPORTING
Drills and Safety Meeting

The surfer Skipper shall set aside time for weekly safety meetings and encourage crew to discuss
matters regarding safety and health on board the surfer and protection of the environment. Copies
of the safety meetings shall be forwarded to the marine unit of MPN at the end of every month.
Incident reporting
The surfer skipper shall report all incidents that occurred onboard the surfer promptly to the marine
unit through VMT Marine. Initial report may be verbal provided that they are subsequently
confirmed in writing within twenty four hours (24hrs).
Surfer boats are required to carry out practice musters and safety/security drills at once every month
and forward the report to MPN Marine.
Surfer boats in MPN field are obliged to participate in communication protocols and MPN security
drills and receive direction from VMT Marine in emergency situation.
Rev 02: April 2019 2-192

9.12 Ex. Rig Move Procedure Template - Open

Location to Open Location
RIG MOVE PROCEDURES OPEN LOCATION TO OPEN LOCATION
Name of rig: __________________________
From: _______________________________ To: _______________________
Departure Location Details:
Latitude: __________________ Northings: ______________________
Longitude: ________________ Eastings: ________________________
Water depth in feet: ________ Rig heading: _____________________
Penetrations Bow leg _____ft. Starboard leg _____ft. Port leg______ft.
Navigation hazards:
Pipelines within 1,000 meters of the departure location are:

1.
2.
3.
4.
5.
Any other hazards:

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Action to be taken regarding above:

____________________________________________________________________
____________________________________________________________________
Rev 02: April 2019 2-193

Navigation/Position Equipment:
The rig should be equipped with the following items:
1. DGPS based navigation system, comprising of dual DGPS receiver with reference
signal receivers, dual computer loaded with field software, one gyro compass;
(Yes) (No)
2. Sector scan sonar (Yes) (No)
3. Tide tables
Seabed Survey:
A seabed survey is to be carried out at the platform. A copy of the report and confirmation
that the seabed is clear of obstructions is too given to the rig.
Towing vessel requirements:

A minimum of three tugs are required for moving from one location to another location. Tugs
and towing equipment to be inspected prior to connection of towlines.
Departure procedures:
A. When the rig has been made ready for the move as per the rig's marine operations
manual, the rig should be jacked down to an 8 foot air gap to secure the tugs. It is
recommended that the tugs be connected as follows:
One tug secured at the bow, one tug secured at the starboard quarter and one tug
secured at the port quarter.
B. The rig is then to be jacked into the water and watertight integrity checked. In suitable
weather conditions the legs to be jacked clear of the seabed and the rig towed off
location.
Route details and navigation on passage:

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Arrival location details:
Latitude: ___________ Northings: _____________
Longitude: __________ Eastings: _______________
Required heading: __________________ Water depth: ___________
Rev 02: April 2019 2-194

Position limits:
The rig is to be positioned within _____meters of the above position.
Navigation hazards:
Pipelines within 1,000 meters of the arrival location
1.
2.
3.
4.
5.
Other hazards:
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Action regarding the above hazards:

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Notification:
If the arrival location is within 500 meters of an existing installation, upon arrival in the vicinity
of the installation permission is to be obtained from the MPN Production Supervisor to enter
the exclusion zone
Arrival procedures:
On arrival in the vicinity of the location the tugs will be deployed as follows:
A. One tug secured at the bow, one tug secured at the starboard quarter and one tug
secured at the port quarter
B. When positioning the rig using DGPS, the rig is to approach the location along the
desired heading and pin on location.
C. Once the rig is pinned on location and confirmation has been given that the position
is accepted, jack up the rig and commence preload.
D. One tug will remain on stand by close to the rig during preloading operations. All
ballast taken on board as preload must be completely dumped before final jacking
opertaions commence.
E. Rig move personnel are to remain on board the rig until preloading and dumping is
completed.
Rev 02: April 2019 2-195

9.13 Ex. Rig Move Procedure Template - Open

Location to Platform
RIG MOVE PROCEDURE FROM OPEN LOCATION TO PLATFORM
Name of rig: ___________________________
From: _________________________ To: _________________________________
Departure Location Details:
Latitude: ___________________ Northings: __________________
Longitude: __________________ Eastings: ___________________
Water depth in feet: __________
Rig heading:
Penetrations Bow leg _____ft. Starboard leg _____ft. Port leg______ft.
Navigation hazards:
Pipelines within 1,000 meters of the departure are:
1.
2.
3.
4.
5.
Any other hazards:

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Rev 02: April 2019 2-196

The rig should be equipped with the following items;
signal receivers, dual computer loaded with field software, one gyro compass; (Yes) (No)
2. Sector scan sonar; (Yes) (No)
3. Hand held distance measuring equipment
4. Distance poles
5. Tide tables
Pre move platform inspection:

Prior to the rig move a platform inspection is to be carried out. Attending at this inspection should be
the Tow master, Warranty Surveyor, Drilling Department Representative and the Barge engineer.
Points to be covered include;
A. Verification that details on the Platform Information Sheet are unchanged

B. The well distance from the platform face and that rig positioning limits are correct
C. Fit plumb lines and D.M.E. reflector on approach face of platform
D. Any other relevant points which may affect the rig move
Seabed Survey:
A seabed survey is to be carried out at the platform. A copy of the report and confirmation that the
seabed is clear of obstructions is to given to the rig.
Previous rig activity at the platform:

A. Rig name: _______________________________
B. Date of arrival: ___________________________
C. Date of departure: ________________________
D. Penetrations: _________ Bow leg______ Starboard leg______ Port leg______
(Include rig structural diagram showing spud can details)

A minimum of three tugs are required for moving off an open location, tugs and towing equipment to
be inspected prior to tow line connection.
A. When the rig has been made ready for the move as per the rig's marine operations manual,
the rig should be jacked down to an 8 foot air gap to connect the tugs. It is recommended that
the tugs be connected as follows;
One tug secured at the bow, one tug secured at the starboard quarter and one tug secured
at the port quarter.
B. The rig is then to be jacked into the water and watertight integrity checked.
In suitable weather conditions the legs to be jacked clear of the seabed and the rig towed off
location
Rev 02: April 2019 2-197

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Arrival platform details:

Latitude: ___________________ Northings: _____________________
Longitude: __________________ Eastings: ______________________
Platform heading: ____________ Water depth: __________________
Required position relative to the platform face: _______________________
Anticipated rig heading: __________________________________________
Offsets:
The rig is to be positioned between____ ft. and____ ft. from the platform
The rig center line is to be positioned____ft. to the ________of the platform center line to cover all
the wells or the intended well.
Navigation hazards:
Pipelines within 1,000 meters of the arrival platform
1.
2.
3.
4.
5.
Other hazards:
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Rev 02: April 2019 2-198


____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Notification:
Upon arrival in the vicinity of the platform, permission is to be sought from the MPN Production
Superintendent to enter the 500 meter exclusion zone and that the platform and associated pipelines
are safe to approach.
Arrival procedures:
A. On arrival in the vicinity of the platform the tugs will be deployed as follows;
at the port quarter
B. At the stand off position the rig is to be lightly pinned and tugs repositioned for final
approach to the platform
C. Scaffold poles and line to be fitted at the stern of the rig to assist in final positioning
D. Rig is to make a slow controlled approach to the platform. The speed to be such that the rig
can stop quickly by lowering the rig legs, tugs power and position to be varied as required to
achieve this aim
E. If the tide and current conditions are such to make the final positioning hazardous, the final
approach is to be delayed until slack water. Swell conditions are to be within the rigs
operating conditions as per the marine operations manual
F. Once the rig is pinned and level on location and confirmation has been given that the
required wells can be reached, jack the hull to a suitable air gap and
commence preloading.
F. G. One tug will remain on stand by close to the rig during preloading. All ballast taken on
board as preload must be completely dumped before final jacking opertaions commence.
H. Rig moving personnel to remain on board until preloading and dumping is

completed
Rev 02: April 2019 2-199

9.14 Ex. Rig Move Procedure Template - Platform to

Open Location
RIG MOVE PROCEDURES FROM PLATFORM TO OPEN LOCATION
Name of rig: ___________________________
From: _________________________ To: _________________________________
Departure Platform Details:

Water depth in feet: __________
Offsets:
The rig is positioned ___feet from the_________ face of the platform
The rig center-line is____ feet to the________ of the platform center-line
Navigation hazards:
1.
2.
3.
4.
5.
Any other hazards:

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Rev 02: April 2019 2-200

1. DGPS based navigation system, comprising of dual DGPS receiver with reference signal
receivers, dual computer loaded with field software, one gyro compass: (Yes) (No)
3. Hand held distance measuring equipment (Yes) (No)
4. Tide tables
Seabed Survey:

A minimum of three tugs are required for moving off and on a platform This will ensure good lateral
control of the rig in the event of hazards in the immediate vicinity, tugs and towing equipment to be
inspected prior to connection of towlines
A. When the rig has been made ready for the move as per the rig's marine operations manual,
the rig should be jacked down to an 8 foot air gap to secure the tugs It is recommended that
the tugs be connected as follows:
at the port quarter.
B. On or about slack water, or with minimal current action, the rig is to be jacked into the water
and watertight integrity checked. In suitable weather conditions the legs to be jacked
clear of the seabed as the rig is pulled clear of the platform.

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Arrival platform details:

Latitude: ___________________ Northings: _____________________
Longitude: __________________ Eastings: ______________________
Required heading: ____________ Water depth: __________________
Position limits
The rig is to be positioned within____ meters of the above position
Rev 02: April 2019 2-201

Navigation hazards:
Pipelines within 1,000 meters of the arrival location
1.
2.
3.
4.
Other hazards:
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Notification:
If the arrival location is within 500 meters of an existing installation, upon arrival in the vicinity of the
installation, permission is to be sought from the MPN Production Superintendent to enter the 500
meter exclusion zone.
Arrival procedure:
A. On arrival in the vicinity of the location the tugs will be deployed as follows: One tug
secured at the bow, one tug secured at the starboard quarter and one tug secured at the
port quarter
B. When using DGPS to position then an approach is to be made along the desired heading and
the rig pinned on location
C. Once the rig is pinned and level on location and confirmation has been given that the
position is accepted raise the hull and commence preloading
G. D. One tug is to remain on standby close to the rig during preloading. All ballast taken on
board as preload must be completely dumped before final jacking operations commence.
E. Rig move personnel to remain on board the rig until preloading and dumping is completed
Rev 02: April 2019 2-202

9.15 Ex. Rig Move Procedure Template - Platform to

Platform
RIG MOVE PROCEDURES FROM PLATFORM TO PLATFORM
Name of rig: ___________________
From: _________________________ To: _________________________________
Departure Platform Details:

Water depth in feet: __________ Platform heading: ____________
Drilling rig position relative to platform: _________________________________
Rig heading: ________________
Penetrations: Bow leg _____ft. Starboard leg _____ft. Port leg _____ft.
Offsets:
The rig is positioned ______ft. from the_______face of the platform
The rig center- line is ______ft. to the ________of the platform center-line
Navigation hazards:
1.
2.
3.
4.
5.
Any other hazards:

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Rev 02: April 2019 2-203


____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Signal receivers, dual computer loaded with field software, one gyro compass; (Yes) (No)
3. Hand held distance measuring equipment (Yes) (No)
4. Distance poles
5. Tide tables
Pre-move platform inspection:

Prior to the rig move a platform inspection is to be carried out. Attending at this inspection should be
the Tow master, Warranty Surveyor, Drilling Department Representative and the Barge engineer.
Points to be covered include:
A. Verification that details on the Platform Information Sheet are unchanged

B. The well distance from the platform face and that rig positioning limits are correct
C. Fit plumb lines and D.M.E. reflector on approach face of platform
D. Any other relevant points which may affect the rig move
Seabed Survey:
Previous rig activity at the platform:

A. Rig name: _________________
B. Date of arrival: _____________
C. Date of departure: __________
D. Penetrations: Bow leg______ Starboard leg______ Port leg______
(Include rig structural diagram showing spud can details)

A minimum of three tugs are required for moving off and on a platform. This will ensure good lateral
control of the rig in the event of hazards in the immediate vicinity. Tugs and towing equipment are
to be inspected prior to connecting the towlines.
Rev 02: April 2019 2-204

A) When the rig has been made ready for the move as per the rig's marine operations manual,
the rig should be jacked down to an 8 foot air gap to secure the tugs. It is recommended that
the tugs be connected as follows:
One tug secured at the bow, one tug secured at the starboard quarter and one tug at the port
quarter.
B) On or about slack water, or with minimal current action, the rig is to be jacked into the water
and watertight integrity checked. In suitable weather conditions the legs to be jacked
clear of the seabed as the rig is pulled clear of the platform.

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Arrival Platform Details:

Water depth in feet: __________ Platform heading: ____________
Required position relative to platform: __________________________face
Anticipated Rig heading: ________________
Offsets:
The rig is to be positioned between_____ft. and_____ft. from the platform. The rig center line is to be
positioned____ft. to the________of the platform center line to cover all the wells or the intended well.
Navigation hazards:
Pipelines within 1,000 meters of the arrival platform
1.
2.
3.
4.
5.
Other hazards:
Rev 02: April 2019 2-205

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________

____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Notification:
Upon arrival in the vicinity of the platform, permission is to be sought from the MPN Production
Superintendent to enter the 500 meter exclusion zone and that the platform and associated
pipelines are safe to approach
Arrival procedures:
A. On arrival in the vicinity of the platform the tugs will be deployed as follows:
at the port quarter
B. When using DGPS to position then an approach is to be made along the desired
heading and the rig pinned on location.
C. At the stand off position the rig is to be lightly pinned and tugs repositioned for final
approach to the platform.
D. Scaffold poles and line to be fitted at the stern of the rig to assist in final
positioning.
E. Rig is to make a slow controlled approach to the platform. The speed to be such that the rig
can stop quickly by lowering the rig legs, tugs power and position to be varied as required to
achieve this aim.
F. If the tide and current conditions are such to make the final positioning hazardous, the final
approach is to be delayed until slack water. Swell conditions are to be within the rigs
operating conditions as per the marine operations manual.
G. Once the rig is pinned and level on location and confirmation has been given that the
required wells can be reached, the hull is to be raised clear of the water and preloaded.
H. H. One tug will remain on stand by close to the rig during preloading operations. All
ballast taken on board as preload must be completely dumped before final jacking operations
commence.
I. Rig move personnel will remain on board the rig until preloading and dumping operations are
complete.
Rev 02: April 2019 2-206

9.16 Drill and Safety Meeting Report
Safety Drill Reports & Vessel

Management Safety Meetings Owners/Operator’s
Vessel: Location:
Date: Time:
Duration: Sequence No:
Event:
Crew Members Attending
Name Rank Name Rank
Brief Narration of Drill / Minutes of Safety Meeting:
Observations:
Recommendations:
Safety Officer: Signature:

Vessel Master: Signature:
Rev 02: April 2019 2-207

9.17 Near Miss and Hazard Report
Rev 02: April 2019 2-208

9.18 Hose Connection Arrangements

Introduction This appendix provides example Hose connection arrangments where vessel is
required to provide option for both Camlock and TODO-Matic hose connection ends
The acceptable method to use when a TODO-Matic connection is being changed over
to a Camlock type connection or vice versa is to use one halve of a WECO hammer
union. The other threaded halve to be screwed onto the vessels outlet piping.
Two complete unions will be needed, one for the TODO-Matic and one for the
Camlock connection.
A short threaded piece of pipe will be needed to join the WECO and TODO-Matic or
Camlock together.
This provides quick and easy change from TODO- Matic to Camlock or vise versa.
All water and fuel hose must be appropriately color coded and cleared labelled
Water Hose - BLUE band marked below the coupling and “WATER” stenciled
boldly on the hose.
Fuel Hose – Dark Red band marked below the coupling and “FUEL” stenciled
boldly on the hose.
Rev 02: April 2019 2-209

9.19 Security Guideline Notice
Upstream Nigeria Marine Operations

GUIDLELINES TO VESSELS SAILING TO ITUT
Due to the isolated location of the Itut field, a voyage there is strictly under security procedure as detailed
below:
Supply vessel will follow the current standard security procedure when transiting from Onne Port to MPN
JVO field. I.e. Intels convoy to CC point, then sail South 35NM from the shoreline before heading to their
destinations.
APPROACH - Once in the JVO Field, supply vessels going to ITUT platform are to approach the
platform/rig from the following coordinates: Lat. 04deg 20’ N – Long. 008deg 05’ E.
Any vessel approaching ITUT without complying with the above Navigation route will be considered
suspicious and intercepted by dedicated security vessel.
ANCHORAGE - Supply vessel to anchor at the Mobil Oil tanker anchorage point. Lat. 04deg 23’ N –
Long. 008deg 05’ E.
COMMUNICATION - Supply vessels are to comply with the following communication protocol:
 When entering and leaving the JVO field must contact the VMT QIT
 Any security concerns/issues from rig/supply vessel first point of contact is the VMT QIT
 Answering the security communication drill is mandatory for every vessel working in the JVO
Field
 All vessels transiting to Itut field must make contact with rig and dedicated security vessel 2
hours before ETA. Dedicated security vessel call sign is [ Sierra India ]
Radio Frequency working channels will remain [VHF 87], while back-up is VHF 84.
NIGHT OPERATION - Supply vessels on night operation need to inform VMT QIT and dedicated
security vessel prior to transiting to Itut. Supply vessels without any operations at night are advised to
muster at the night clustering point. [INIM W & EKPE N].
REPLENISHMENT - Dedicated Security vessel to provide VMT QIT advance information on
Refueling, Crew Change / Maintenance to enable early planning for a relieve security vessel. Offshore
Security will provide a replacement security vessel to support NEN in Itut before dedicated security
vessel departs the location.
Manager. Marine Operations.
Rev 02: April 2019 2-210

9.20 Medical Service Requirements Onboard Marine Vessel

DESCRIPTION OF SERVICES
WORK SCOPE
CONTRACTOR shall provide the following medical care facilities on board the marine vessel:
 Develop a Blood Bourne pathogen program.
 Develop a Clinical waste and drug management program
 Written procedures for the use and issue of controlled substances.
 Registered medic, emergency care equipment and medical supplies to cater to 24 hours operation.
 General medical care, including diagnosis and therapy of common, acute medical conditions, First
aid and minor trauma management, including suturing of lacerations, immobilization of sprains and
simple fractures and removal of non-embedded foreign bodies.
 Stabilization of medical and surgical emergencies, including cardiovascular disease and trauma.
 Rescue, extrication and medical transportation of ill or injured parties by suitable air, (), water or
ground transportation.
 Administration of MCP and ADU ( Malaria control and Alcohol & Drug Use testing)
 Qualified Medical personnel on board to be part of the safety committee for the work site.
In addition, the Medical personnel on board will

 Maintain the Blood Bourne pathogen program.
 Maintain the Clinical waste management program
 Maintain a general written inventory of medicines and supplies
 Maintain a controlled drugs inventory and issue register supplemental to the general written
inventory.
 The general upkeep of the medical facility, equipment calibration and supplies, including general
appearance, housekeeping and cleanliness.
 Medical documentation, including employee name, diagnosis, treatment and disposition. All
Medical files/records are to be organized and stored in locked cabinets.
 Maintain monthly reports including number of patients visits, medevacs, medical referrals, type of
injuries/illness, heath inspections, training sessions and medical drills.
 Maintain up to date professional standing orders/protocols for acute medical emergencies.
 Maintain a regularly updated medical evacuation procedure for the location, this will include
emergency numbers as well as likely destinations.
 Plan/execute emergency medical drills, at least semi-annually including life testing of equipment.
The drill should include medical as well as other personnel. Annually the drill should include mock
patient immobilization and transportation.
 Maintain Infectious Disease Outbreak Management (IDOM) measures on site
DELIVERABLES
 Contractor shall develop a well detailed offshore emergency evacuation procedure for both local
and international evacuation which must include :-
- Response time to any emergency evacuation on marine Vessel / platform from either PH or
Lagos.
- Land, water and air transportation logistics
- Air and ground ambulance facilities details
- Detailed contacts of onshore receiving facilities in any of the location. (Lagos, PHC, Eket
and QIT.) as applicable
Rev 02: April 2019 2-211

MEDIC QUALIFICATION
As a minimum the qualified medical personnel on board the vessel shall be a registered medic and holds a
current ACLS (Advanced Cardiac Life Support). The Medic shall have adequate qualification and
experience in emergency care and orthopedic nursing. The Medic should be experienced in delivery of
medical and OH care in remote locations (Offshore) and should be fluent in English language with evidence
of periodic refresher training. The Medic shall possess diver medic training and certification (if diving is
required in the work scope)
EMERGENCY CARE EQUIPMENT

The following critical emergency care equipment shall be provided as a minimum on board the marine
vessel to provide for 24 hours medical support system:
1. Cardiac monitor defibrillator ( with EKG capability)– 1No
2. Intubation kit with Laryngoscope – 1No
3. Suction machine with catheters – 1No
4. Oxygen and Manual resuscitator – 1 No each
5. Pulse oxymeter – 1No
6. Kendrick extrication device or equivalent (Neil Robertson)– 1No
7. Vacuum mattress and spinal board with straps – 1No each
8. Splinting Kit – Pack
9. Stretcher – 1No
10. Scoop stretcher – 1No
11. Stiff cervical collar/ neck splints – 4No
12. Cardiac kit with medications – Pack
13. Glucometer – 1No
14. Sphygmomanometer – 2Nos
15. Stethoscope – 2Nos
16. Ambu Bag, valve and mask – 1No
17. O P airways – 1No
18. Portable Oxygen cylinder with oxygen – 2Nos
19. Oxygen face mask and tubings – 1No
20. Pen torch and batteries – 1No
21. Heavy duty gloves – 2 pairs
22. Endotracheal Tube tube size 6,7,8, 9 – 1 each
23. Protective glasses – 2nos
24. Artery forceps and pincers – 1no
25. Mcgill forceps ( A and P) – 1each
26. Head block - 1no
27. Trac III Splint / MAST – 1no
28. Spider harness – 1 no
29. Tourniquet – 1no
30. Spare Oxygen – 3,000 Liters
MEDICAL SUPPLIES
The following medical supplies shall be stocked at all times (replenished on consumption) on board the
marine vessel:
1. Adrenaline tartrate [epinephrine ] - 1mg/1ml ( 1: 1000) in a 1 ml ampoule - 10 Nos
2. Lignocaine HCL - Gel 12.5gm – 25 nos
3. Lignocaine HCL - 20mg/ml in 20ml vails – 10 nos
4. Atropine sulphate - 1mg/ml in 1ml ampoule – 10 nos
5. Salbutamol sulphate - metered inhalation refill – 300 nos
6. Digoxin (Digitalis) - 0.25mg tablet – 100 nos
7. Diazepam - 5mg/ ampoule – 100 nos
Rev 02: April 2019 2-212

8. Furosemide (Lasix) - 10mg/ml in a 2ml ampoule – 10 nos

9. Isoplasma - 1/2 cartoon – 10 Nos
10. Hydrocortisone sodium succinate - 100mg powder / 2ml ampoule – 5nos
11. 50% Dextrose infusion – 10 nos
12. 5% Dextrose in water – 1 carton
13. 5% Dextrose in saline – 1carton
14. 10% Dextrose in saline – 1no
15. Acetyl Salicylic acid - 125mg tablets – 500 nos
16. Activated Charcoal - Powder for oral suspension/ 125mg tablets – 10 nos
17. Adenosine - 6mg/2ml ampoule – 6 nos
18. Amiodarone Hydrochloride - 150mg/3ml ampoule – 10 nos
19. Aminophylline - 250mg/10ml in 10 ml ampoule – 10 Nos
20. Calcium gluconate 10% -950mg/10ml = 2.3mmol(90mg)/10ml ampoule- 10 nos
21. Flumazenil - 0.5mg/5ml ampoule – 5 nos
22. Glycerol trinitrate - 0.5mg tablet – 50 nos
23. Hyoscine butylbromide - 20mg/ml in 1ml ampoule – 10 nos
24. Magnesium Sulphate 50% - 1gm/2ml ampoule – 10 nos
25. Metoclopramide Monohydrochloride - 10mg/2ml ampoule – 10 Nos
26. Morphine Sulphate - 10mg/ml in 1ml ampoule – 10 nos
27. Naloxone Hydrochloride - 0.4mg/ml in 1 ml ampoule – 10 nos
28. Pentazocine injection - 30mg/ml in 1ml ampoule – 10 nos
29. Promethazine Hydrochloride - 25mg/ml in 1 ml ampoule – 10 nos
30. Sodium Bicarbonate 1.4% - 1.4% in 10 ml ampoule – 10 nos
31. Oral glucose powder/ gel – 1 pkt
32. Normal Saline - 2 cartoon
33. Full strength Darrows solution - 1 carton
34. Half strength Darrows solution - 1 carton
35. Ringers Lactate Solution - 1 carton
36. PARACETAMOL - 1 packet = 12tabs/sachet x 8 - 150 packets
37. DICLOFENAC SODIUM - 50mg/tab [10 x 10] x 3 – 300 packets
38. IBUPROFEN - 400mg [10 x 10 ] – 100 packets
39. TRAMADOL - 50mg/tablets x 1 packet - 1 packet
40. TRAMADOL INJ- 50mg/ml – 10 ampoules
41. DICLOFENAC - 75mg/3ml – 100 ampoules
42. COARTEM - 24 tablets/ pack x 10 – 10 packets
43. COTEXCIN - 60mg/pack of 8 tablets – 5 packets
44. ARTEMETHER TABLETS - 10 packs
45. FANSIDER - packet of 3 tablets – 10 packets
46. LARIAM - 250mg/tab x 8 – 50 packets
47. MALARONE - 12 tablets/ pack – 100 packets
48. Doxycycline – 50 packets
49. AMPICLOX - 500mg/cap x 10 x 10 - 100 packets
50. AMOXYCILLIN - 500mg/cap x 10 x 11 – 100 packets
51. SEPTRIN - 480mg x 100 x 10 – 200 packets
52. AUGMENTIN - 625mg/tab x 14 – 10 packets
53. CIPROFLOXACIN - 500mg/tab x 10 x 5 – 100 packets
54. ROCEPHIN INJECTION - 1 gm/vial - 2 vials
55. FLAGYL - 400mg x 10 x 5 – 50 packets
56. IMMODIUM - 2mg/tab x 6 per packet - 50 packs
57. ORS – I box
58. Gelusil - [10 x 10] x 5 - 500 packets
59. Mist Mag Trisilicate - 190ml per bottle – 5 bottles
60. Cimetidine tablets - 400mg/tablet x 60- 60 packets
61. Omeprazole - 20mg/tablet x 10 – 20 packets
62. PIRITON - 4mg tablets x 10 x 1 - 100 packets.
Rev 02: April 2019 2-213

63. LORATIDINE - 10mg tablets x 100 – 100 packets.

64. BENYLIN EXPECTORANT - 5 x 100ml bottle – 50 bottles.
65. BROMEXHINE SYRUP – 5 x100ml- 25 bottles
66. MENTHODEX SYRUP – 5X 100ML- 25 bottles
67. DEQUADIN or Strepsils LOZENGES - 100 tablets -100 Satchets
68. VITAMIN C - 100mg tablets x 100 x 5 -500 packets.
69. VITAMIN B - 100mg tablets x 100 x 5 – 500 packets.
70. DUCOLAX – 100
71. Hyoscine Bromide tablets - 20mg/ tab 10 tablets per satchet - 10 satchets.
72. Hyoscine Bromide injection - 10mg/2ml ampoule – 10 ampoules
73. T.C.P. Ointment – 10 nos
74. KY Jelly – 5 nos
75. Clotrimazole Cream – 10 nos
76. Hydrocortisone Cream 1% - 10 nos
77. Ketoconazole Cream – 10 nos
78. Alcohol swabs
79. Rectangular Gauze – 100 packs
80. Cotton wool – 250mg - 2
81. Methylated spirit - 2Litres
82. Burn shield – 10
83. 2 ml needle and syringe – 100 sets
84. 5 ml needle and syringe 100 sets
85. 10 ml needle and syringe – 50 sets
86. Needles 18,21,23 G - 100 sets
87. I V canulla ( blue, pink, green, orange) - 20 each – 80
88. Injection water – 60
89. Plaster - 1 inch x 5 – 5 nos
90. Disposable gloves – 500prs.
91. Surgical gloves – 500prs
92. Foleys catheter - size 10, 12 – 6 nos.
93. Urine bag – 5 bags.
94. Suction catheter – 5 nos
95. Dispensing envelopes - 20/packet – 400 packets
96. Sutures - chromic catgut [1, 0, 2/0, 3/0] – 5 nos.
97. Crepe bandage - 6", 10" – 10 nos.
98. Purit solution - 4 litres -1 no.
99. Malaria pf test kits- 4 packs
100 Hydrogen Peroxide – 1 Liter
Rev 02: April 2019 2-214

9.21 Deck Cargo Loading – Cargo Securing Requirement
Introduction In accordance with International Convention for the Safety of Life at Sea, 1974 (SOLAS)
regulation VI/5 and VII/5, cargo units and cargo transport units shall be loaded, stowed and
secured at all times in accordance with the vessel’s specific cargo securing manual (CSM)
approved by the Administration (Flag State) and drawn up to a standard equivalent to the
guidelines recommended by International Maritime Organization (IMO), UN Marine
Operations Guide (MOG) and / or vessel owner’s specific safety management system (SMS),
or other equivalent document.
Definitions  Cargo Securing Manual (CSM) provides guidance to the Master and crew on board
the vessel with respect to the proper stowage and securing of cargo units.
 Cargo Securing Devices are all fixed and portable devices used to secure and support
cargo units.
 Maximum Securing Load (MSL) is a term used to define the allowable load capacity
for a device used to secure cargo to a ship. “Safe Working Load” (SWL) may be
substituted for MSL for securing purposes, provided this is equal to or exceeds the
strength defined by MSL.
 Fixed Securing Devices means securing points and supports either integral, i.e. welded
into the hull structure, or non-integral, i.e. welded onto the hull structure.
 Portable Securing Devices means portable devices used for lashing, securing or support
of cargo units.
Responsibilities Vessel Master shall ensure:

 Cargo units are at all times stowed and secured in an efficient and safe manner, taking
into account the prevailing conditions and the general principles of safe stowage set out
in the vessel’s CSM, and that the securing equipment and ancillaries are adequate.
 Cargo, cargo units and cargo transport units carried on deck shall be so loaded, stowed
and secured as to prevent as far as is practicable, throughout the voyage, damage or
hazard to the ship and the persons onboard, and loss of cargo overboard.
 Crew and others involved in securing of cargoes are trained in the correct application,
inspection, and use of the cargo securing devices on board the vessel.
 Crew must not climb on top of cargo hence, a no-cargo stowage zone should be clearly
marked (as stated in vessel’s CSM) which will serve as safe walkway for vessel crew
 Maximum stack weight of cargo is not exceeded per unit area – cargo carrying units
(CCU) should not be stacked
 Cargo units are not stowed on bare steel deck whenever possible
 Cargo, cargo units are stowed into blocks based on destination – “Block Stowing”
 Compact loading of containers to prevent movement
Vessel Monitoring Team/ Offshore Operations PIC or Designate shall:

Confirm before vessel departs an offshore facility that cargo securing requirements are
complied with.
Cargo Lashing Cargo distribution:

Standards
 The cargo should be distributed to ensure that the stability of the ship remains within
acceptable limits so that the hazards of excessive accelerations are reduced as far as
practicable.
 Cargo distribution should be such that the structural strength of the ship is not adversely
affected.
Rev 02: April 2019 2-215

Cargo securing arrangements:

 Securing operations shall be completed before the ship leaves the port/location and the
securing should be based on proper planning, execution and supervision.
 Particular care should be taken to distribute forces as evenly as practicable between the
cargo securing devices. If this is not feasible, the arrangements should be upgraded
accordingly.
 The cargo securing gear should be adapted to the quantity and properties of the cargo to
be carried and, when required, additional gear should be provided.
 Lashings should be kept as short as possible as long lashings are difficult to tighten and
keep taut.
Securing/Lashing Devices:
 Fixed securing devices including pad eyes, eyebolts, stanchions and bulwark securing
points, should be certified and provided within the vessel’s CSM.
 Portable securing devices including chains, rods, Wire loops, Wire eyes, Bulldog grips,
Tensioners, Bottleneck screws and turnbuckles, Wire slings, interlocking fittings,
trestles, turnbuckles, dunnages, and anti-skid (flat-boards) would also be expected to
have their details documented as above.
Inspection & Maintenance:

Regular inspections and maintenance should be carried out under the responsibility of the
master.
 Cargo securing devices inspection as a minimum should include;
‒ Routine visual examinations of components being utilized; and
‒ Periodic examinations/retesting as required by the administration.
 Entries should be made in a record book which should be kept with CSM. This record
book should contain the following information;
‒ Procedures for accepting, maintaining, and repairing or rejecting cargo securing
devices; and
‒ Records of inspections
References  International Maritime Organization (IMO), SOLAS Consolidated Edition 2014
 UK Oil & Gas – Best Practice for the Safe Packing and Handling of Cargo to and from
Offshore Locations – Issue 5 (Nov 2011)
 Amendments to the code of safe practice for cargo stowage and securing (CSS Code) –
MSC.1/Circ.1352/rev1
 Revised Guidelines for preparation of cargo securing manual – MSC.1/Circ.1353/rev1
Rev 02: April 2019 2-216

10.0 Appendix - Checklists
In this This appendix contains the following checklists:

appendix
10.1 500m Zone Entry Checklist ..................................................................................

10.2 Offshore Security Temporary Threat Checklist .................................................
10.3 Offshore Cargo Lifting Checklist……………………………………........
10.4 Offshore Bulk Cargo Transfer Checklist ............................................................
10.5 Bulk Transfer In Port Checklist ...........................................................................
10.6 Vessel Offshore Mooring/Unmooring Checklist .................................................
10.7 Basket Passenger Transfer Checklist ...................................................................
10.8 Swing Rope Passenger Transfer Checklist ..........................................................
10.9 Surfer Passenger Transfer Checklist ...................................................................
10.10 Zodiac Transfer Checklist.....................................................................................
10.11 Towing Vessel Inspection Checklist .....................................................................
10.12 Towing Vessel Inspection ......................................................................................
10.13 Jack-up/Barge ........................................................................................................
Rev 02: April 2019 2-217

10.1 500m Zone Entry Checklist
Date/Time (Arrival) Location

Officer on Watch Vessel Name
Date/Time(Departure)
Bridge Operation Yes N/A**

1 Are primary and back up communications with facility been established and tested?
2 Is primary and back up communications with other vessels within the facilities 500m zone been
established and tested?
3 Are hazards associated with other vessels inside the facility extending out within the 500m zone, been
identified and mitigation methods in place? e.g. secure anchor, etc.
4 Is weather safe for approach?
5 Has the working side been confirmed with the facility?
6 Is required Company approval obtained if work is to be performed on the weather side?
7 Are relevant checks been conducted as per vessel specific SMS checkslist?
8 Is a DP checklist been completed?
8 Has maneuvering mode been agreed with the facility for the duration of intended stay within the 500m
zone (Indicate DP or manual)?
10 Is the autopilot disengaged and steering tested in all manual control modes at all steering positions?
11 Have the power generation requirements for intended operations been assessed and is sufficient plant
running to provide required load distribution and power sharing?
12 Has planned work activity (deck, bulk, hazardous, hose, personnel transfer, mooring etc.) been
discussed and confirmed with facility?
13 Have pre-Job Planning and JSA processes been completed?
14 Has the number, weight and type of cargo been confirmed with the facility?
**
Note 1: Any checkbox greyed out in the N/A column MUST be answered in the affirmative.
Note 2: Where any question cannot be answered “YES” or N/A (where appropriate) a Company MOC process
must be followed, approved by the appropriate level of management and all mitigating measures in place before
entry into the 500m zone will be permitted.
***BRT only?
Rev 02: April 2019 2-159

Special Considerations/Mitigations/Remarks
 Any equipment failure or malfunction should be reported immediately to the facility,

operation suspended and vessel moved out of the 500m zone. Where equipment is fixed,
report to the facility and carry out test before entering again into the 500m zone. Prior
to re-entry, a new check list must be completed
 While within the 500m zone, maintain effective communication with the facility and
other vessel(s) within the zone.
 Where communication cannot be established it shall be assumed that permission has not
been granted and in no circumstances shall the vessel proceed into the 500m zone.
 Avoid setting course on a direct heading towards the facility.
 Vessels must be maneuvered to a ‘set up’ position minimum of 50 meters from the
working location to assess the prevailing conditions, motion and behavior of the vessel
prior final approach.
 This check list is not exhaustive for all vessel types. The vessel’s Master shall carry out
further vessel specific checks as required.
Date & Time permission granted to enter 500m zone…………………………………………………….
Name of Master…………………………. Name of PIC/Designate………………………………
Signature………………………………… Signature……………………………………………….
Rev 02: April 2019 2-160

10.2 Offshore Security Temporary Threat Checklist
OFFSHORE Security TEMPORARY THREAT CHECKLIST
BASELINE: Includes all items 1-13 [Test of procedures/equipment to be done regularly] CHECK
1 Conduct good security watch keeping: Maintain careful radar and deck watch, keeping an eye for easy access areas
2 Identify Safe Havens; conduct inspection; ensure that personnel are familiar with procedures and roles/responsibilities;
test communications from safe haven; have contact list in safe haven
3 Test vessel communication equipment (VHF Radio, tetra, SSB radio, satellite phone)
4 Harden bridge to prevent easy access by intruders. Access doors to have sturdy locking capabilities; protect windows
by welding steel bar across.
5 Test search lights to view water’s edge/ decking, etc.
6 Test security specific ship alarm/ whistle (Public address system could be used); This should be a clear message and
not a code system; test regularly
7 Test all physical and technical security equipment (access doors lock, security cameras); repair deficiencies
8 Test Radar to ensure alarms are on and working (e.g. Radar Guard Zone); keep radar guard on at all times
9 Test door management plan; ensure all access doors are secured when not in use or required for safety/operational use.
Determine minimal doors only for daily use
10 Test to ensure AIS is “ON” and SSAS is functional
11 Report security incidents immediately to VMT and the MPN Offshore Security Manager
12 Hold weekly security briefings with crew and visitors
13 Review and test the Vessel Lockdown Procedure; Detection of Suspicious Watercraft/ Imminent Attack Procedure;
travel procedures and approval processes for crew changes to include conducting activities at a higher Temporary
Threat Escalation (Blue-Yellow-Orange-Red); TTE YELLOW
BLUE: Includes all items 1-19 [Test of procedure/equipment to be done initially; weekly thereafter]
14 Ensure all items 1-13 are complete
15 Reinforce watchman duties of careful radar watch, patrols, door / gate management plan compliance
16 Test watchman equipment (torches, communications, and binoculars); Review staffing levels for watchman; Review
watchman logs etc.
17 Test door management plan / test for compliance during daylight and afterhours
18 Include overview of BLUE TTE in the crew/visitor arrival briefings
19 Drill/ Review TTE YELLOW, Lockdown Procedure, Detection of Suspicious Watercraft/ Imminent Attack Procedure
YELLOW: Includes all items 1-26 [Test of procedures / equipment to be done initially; weekly thereafter]
21 Focus watchman to often review easy access areas from the waterline (i.e. anchor chains, low poop deck)
22 Test watchman on radar operation and its alarm functions; Test radar to ensure alarms are on
23 Watchman to check unmanned and rarely visited areas to ensure they are secure
24 Review the potential for additional security barriers (i.e. more razor wire, locks and chain)
25 Include overview of YELLOW TTE in the crew/visitor arrival briefings
26 Drill/ Review ORANGE TTE; Security's role in the vessel evacuation plan (abandon ship)
ORANGE: Includes all items 1-33 [Test of procedures/ equipment to be done initially; daily thereafter]
Rev 02: April 2019 2-161

28 Remove non-essential personnel from vessel; reduce and or eliminate nighttime non-critical task that require being on
deck / outside of secure areas
29 Reinforce watchman duties of careful radar watch, patrols, door / gate management plan compliance; Test watchman to
ensure he has appropriate knowledge to operate radar and its alarm functions; Increase external surveillance
30 Deploy additional security barriers if available (i.e. security door bars, razor wire, fencing, locks and chain)
31 Watchman to patrol unmanned and rarely visited areas; Increase watchmen to enhance external surveillance
32 Include overview of ORANGE TTE in the crew arrival briefings
33 Drill/ Review RED TTE
RED: Includes all items 1-35: [Test of procedures/ equipment to be done initially; per shift thereafter]
34 Ensure items 1-32 are complete
35 Critical operations personnel only; business critical activities only
Vessel Masters are to ensure all procedures and testing of procedures is completed. Masters will report all discrepancies
and or missing procedures to MPN Offshore Security Manager immediately.
Signature of MASTER that all BASELINE items have been reviewed and are complete:
Date:
Vessel Name:
IMO Number:
Revision 1. - DECEMBER 2014
Security Drill Frequency on UN Vessels Under TTE
Purpose
Provide common set of expectations for vessels while working in UN fields regarding
Frequency and spread of security drills under different TTE regimes
Develop unambiguous and auditable guideline for inclusion in MOG under security drills
The guidance provides uniform expectation under the flexible security management tool of UN: Temporary Threat Escalation
(TTE). TTE exploits the discretionary window of Part B of ISPS Code to implement an agile tool around the more rigid nationally
managed Security Levels system.
Background
IMO and MOG requirement for every vessel:
One (1) Abandon Ship Drill and
One (1) Fire Drill every month.
MOG requirement for every vessel:
Implement quarterly drill as in “emergency response procedures plans should be implemented and rigorously drilled on quarterly
basis …: p. 2-33; sec 2.9
Lock-down drill “… time should be taken to develop a lock-down drill that suit the vessel.” p. 9-163 sec. 9.5.
Current practice
Rev 02: April 2019 2-162

Vessels operate drill matrix that include security drill at least once per month
Some vessels claim to do security drill weekly or more. They show record to prove it
Opportunities for improvement

Frequency of security drill as a function of the TTE regime, in the light of heightened security concerns, is a proposal that would
enable inspectors to track compliance
It offers a level of predictability / control, not relying on vessel’s master’s discretion and or SMS
Security Drill Frequency
Location Blue Yellow Orange Red

Vessel attached to 1 per month 1 per fortnight 1 per week 2 per week
platform
Vessel not attached 1 per month 1 per fortnight 2 per week 2 per week
to platform
Vessel in port 1 per month 1 per month 1 per fortnight 1 per week
Above notwithstanding, vessels attached to platform shall align with PLATFORM DRILL
FREQUENCY in all TTE colors where they are higher.
Rev 02: April 2019 2-163

10.3 Offshore Cargo Lifting Checklist

Cargo lifting Checklist – To be completed by Facility and Support Vessel prior
each operation
The following basic safety rules shall apply to offshore cargo lifting operations to and from a support vessel using a
facility crane.
500m zone entry checklist must be completed prior final approach and forms part of the cargo lifting
operation check.
Where the Vessel Master feels the movement of the vessel or sea state may compromise the safe transfer
of cargo or safety of the vessel, he or she should halt the operations and depart the 500m zone or
maneuver to a safe location
Deck personnel must wear personnel flotation device, helmet, safety footwear, gloves and high visibility
protective clothing
Bridge watch-keeping officer must have unobstructed view of the cargo deck, crane wire and crew
In the event of a communication breakdown between facility, Vessel Bridge and or vessel deck, the
operation shall be stopped and the vessel may pull away if necessary
‘Clear Deck Practice’ requirements apply, the crew shall move to a safe place away from the open cargo
deck area after they have hooked on a lift of cargo and before a back-loaded lift of cargo has left the deck
of the facility. The crew is to remain in the safe area until the crane driver has landed the lift on deck and
slackened back on the hook before going onto the work deck to disconnect the crane hook.
Deck crew or any other personnel must never stand under a suspended load or attempt to control a
suspended load by hand.
Tag lines should only be used on exception and risk assessed as part of the JSA, tag lines must be
retrieved by boat hook so crews never have to stand under the suspended lift
Deck crews should monitor for and be aware of the potential for dropped objects from lifts.
Loads should only be approached and unhooked when the lift is correctly positioned on deck. There must
be sufficient slack on the crane wire to enable the safety hook to be opened without risk to deck crew
taking into account the pitch, roll, and heave of the vessel and the prevailing weather conditions (for
example, wet and slippery deck).
Deck crews must avoid pinch points or crush points that are created between cargo containers
Lifts shall only be made using the pre attached slings, cargo must not be slung using the crane hook only.
No lifts using open hooks are permitted. Inform facility immediately if hook is found defective and refuse lifts
until hook is repaired
Pay attention to potential snagging of the loads when being lifted from the vessel, including potential
snagging against vessel crash barrier structure, other deck cargo and material stowed within an open
container.
Areas on deck not to be used for cargo stowage and hazardous cargoes must be marked. Segregation of
hazardous cargoes must be in compliance with the International Dangerous Goods (IMDG) code.
Be aware that tubulars may shift when landed, they must be slung to prevent slippage. Stow to avoid crew
having to stand on the tubular’s
Captain is required to refuse cargoes if in-sufficient information is provided, such as manifest, cargo weight,
if contains dangerous or hazardous material and accompanying SDS
Gas bottles not stowed and transferred in bottle racks must be refused.
Rev 02: April 2019 2-164

Date Facility
Time Vessel Name
Yes N/A
Part 1 – Check support vessel – Cargo Lifting Operations – To be completed by Vessel
Has a permit to work for the operation been prepared and approved?
Are life-saving appliances available at after end of the deck (Lifebuoy and line)?
Is the safety chain fitted in the case of open transom vessels?
Has the cargo lifting JSA been completed and the pre-job safety (Tool box) meeting been
conducted?
Has the Crew been briefed on Clear Deck Practice requirements during lifting operations?
Note: Need to clear to a safe location away from the deck area during lifts – see notes above
Where tag lines are to be used, confirm lift assessed and use of tag lines agreed, an
exception approved, crew briefed as part of JSA and boat hooks available for tag line
retrieval?
Note: Tag lines should only be used on exception e.g. basket transfers, special lifts
Are safe locations, access and escape routes clear of obstructions and clearly identified?
Is there adequate lighting?
Are there only designated crews working on the deck?
Note: Personnel not involved in the operation must not be allowed on the working deck, it is
recommended that an officer should be in charge of operation.
Have lifting slings been checked and ease of access confirmed?
Note: Lifting slings rigged inboard and clear of crush points
Is the banksman aware of the correct hand signals for lifting operations?
Has deck cargo been unsecured as required?
Has deck cargo been checked for loose objects and open containers drained of water as
required?
Note: pay special attention to tubular cargoes and the integrity of the pipe end caps
Are cargo free zones clearly identified?
Are dangerous goods zones clearly marked and loaded accordingly?
Have direct communications between vessel bridge, deck crews and facility crane driver been
established?
Note: Crane operator has line of sight with banksman, radio and visual communication must
be maintained during the transfer, standard hand signals used
Has the lifting sequence been agreed?
Note: No cherry picking of lifts
Have manifests and SDS documents been exchanged with the facility and all weights,
volumes and identification markings in accordance with the cargo plan/
Weather conditions and vessel movement are acceptable for Lifting operations.
Present Conditions
Wind Speed: ____________kt Wave / swell height ________m
Vessel limits for the operation
Rev 02: April 2019 2-165

Yes N/A
Part 2 – Check facility – Cargo Lifting Operations – completed by facility
Has a permit to work for the operation been prepared and approved?
Has the cargo lifting JSA been completed and the pre-job safety (Tool box) meeting been
conducted?
Have Crane operations pre-checks been completed?
Have Pre-lift checks been completed (Cargo checked for loose objects, open containers
drained of water as required, lifting slings checked and suitable)?
Are Weather conditions acceptable for cargo lifting operations?
Have any SIMOP’s been evaluated, agreed and communicated to the support vessel?
Have direct communications between vessel bridge, deck crews and facility crane driver
been established?
Note: Crane operator has line of sight with banksman, radio and visual communication must
be maintained during the transfer, standard hand signals used
Has the lifting sequence been agreed?
Note: No cherry picking of lifts
Have manifests and SDS documents been exchanged with the facility and all weights,
volumes and identification markings in accordance with the cargo plan/
Yes N/A
Confirmation of readiness
Facility has confirmed pre-checks completed and approval to commence Cargo Lifting
Operations?
Support Vessel has confirmed pre-checks completed and approval to commence cargo
Lifting operations?
Lifting operations is approved to proceed:
________________________________ PIC / Master Mother Vessel
________________________________ Master Support Vessel
________________________________ Date
Rev 02: April 2019 2-166

10.4 Offshore Bulk Cargo Transfer Checklist

Bulk Cargo transfer checklist – To be completed by Facility and Support Vessel prior bulk transfer
operations to Offshore Facility (Platform, Rig, and Barge etc.)
Note: For Fuel Transfer operations see MPN Fuel Transfer Procedures and use of the International
ship/shore checklist
The following basic safety rules shall apply to offshore Bulk Hose transfer operations.
500m zone entry checklist must be completed prior final approach and forms part of the mooring operation
check
Where the Vessel Master feels the movement of the vessel or sea state may compromise the safe transfer
of cargo or safety of the vessel, he or she should halt the operations and prepare to depart the 500m zone
or move to a safe location
Deck personnel must wear a personnel flotation device, helmet, safety footwear, gloves and high visibility
protective clothing
Bridge watch-keeping officer must have unobstructed view of the floating hose in relation to propeller and
thruster locations throughout the transfer operations
Deck crews involved in hose connecting activity must be under direct supervision
As part of the JSA, assess and verify there is no immediate danger of hose being fouled in a propeller or
thruster
Personnel should be aware of the potential for the hose parting and clear the ‘Line of Fire’ when an abnormal
situation is observed
Where floatation collars are missing or insufficient the Facility must be advised and operations suspended
until resolved.
Non-floating hose section must be on deck or suspended clear of water prior to cargo transfer
The position of the hose in the water must be monitored by bridge, facility and deck crews throughout the
transfer operations and if the hose approaches the propellers or thrusters, bridge must be immediately
informed.
 The bridge watch-keeping officer should have unobstructed view of the floating hose in relation to propeller
and thruster locations where this is not possible he must be in constant communication with deck watch
Emergency pump stop procedures must be understood
In the event of a communication breakdown between facility, Vessel Bridge and or vessel deck, the
operations shall be stopped
Be aware of pinched fingers or sudden movement of the vessel when handling or placing hose securing
ropes on bitts or pins.
Beware of pinched fingers or sudden strains due vessel movement when connecting or un-connecting the
hose at the vessel manifolds
Avoid use of made up hose / manifold connection adaptors. Only todomatic/ todomatic- union connections
are permitted when transferring hydrocarbons to drilling rigs, the use of camlocks/ camlock- union
connections is prohibited
Avoid simultaneous handling of bulk hose transfers and deck cargo transfer
Bulk transfer using two hoses may be acceptable provided hose are the same length. No more than one
hydrocarbon product can be transferred at a time
If an abnormal situation is seen developing ‘Stop Work’
Rev 02: April 2019 2-167

Part 1 – Bulk Hose Connection
Date Facility
Time Vessel Name
Yes N/A
Check – Bulk Hose Connection – to be completed by Vessel
Have Manifold arrangements, connections and tank fittings been checked?
Note: Rock catches/screens fitted on manifolds & diffuser arrangements in place for dry
bulk cargoes
Are securing arrangements for dry bulk vent lines in place?
Are manifold area and access walkways clear of obstructions, trip hazards?
Are Manifolds not in use closed and capped?
Are drip trays available at connections and scuppers plugged?
Is oil spill response equipment available (absorbent materials and scoops)?
Has fire-fighting equipment been checked and available?
Have transfer pump emergency stops been tested and confirmed operational?
Is tank gauging system operational, and including hi level alarms?
Are transfer meters operational?
Have direct communications between vessel bridge, deck crews and facility crane driver /
crew been established?
Note: line of sight with banksman, radio and visual communication must be maintained
during the transfer, standard hand signals used
Has the hose transfer and connection plan been agreed?
Note: Hose connection location, length, size and connection type, means of hose transfer
e.g. by crane or heaving line, hose securing arrangements, Note: only Todomatic fittings are
permitted for hydro-carbon transfers to Company drill rigs
Has cargo transfer plan been agreed, (Products, quantities, sequence, pumping
rate/pressure, stop procedures, time to stop, line draining procedure)?
Have Emergency Stop procedures been agreed?
Has the bulk transfer JSA been completed and a pre-job meeting been conducted (toolbox)?
Does the Vessel bridge officer of the watch have clear sight of the floating hose in relation to
propeller and thruster locations?
Has SDS documentation been exchanged with facility?
Is the hose confirmed drained?
Are weather conditions and vessel movement are acceptable for Hose transfer operations.
Consider presence of lightning for hydro-carbon transfers.
Present Conditions?
Vessel limits for operation
Wind Speed:_____________kt Wave / swell height ________m
Rev 02: April 2019 2-168

Yes N/A
Check Bulk Hose Connection – to be completed by Facility
Have hose and hose connections been inspected and found satisfactory?
Are flotation collars in place?
Are hoses confirmed drained?
Have receiving tanks gauging and hi level alarm systems been checked and operational?
Has bulk transfer JSA been completed and pre-job safety meeting been conducted
(toolbox)?
Have communications been established with vessel, hose connection plan confirmed and
agreed (Hose connection location, hose size and connection type, means of hose transfer
e.g. by crane or heaving line, hose securing arrangement)?
Has the cargo transfer plan agreed, (Products, quantities, sequence pumping rate/pressure,
stop procedures, time to stop, line draining)?
Have Emergency Stop procedures been agreed?
Is adequate lighting provided?
Are weather conditions acceptable for mooring operations?
Have any SIMOP’s been evaluated, agreed and communicated to the support vessel?
Yes N/A
Facility has confirmed pre-checks completed and approval to commence hose connection
operations?
Support Vessel has confirmed pre-checks completed and approval to commence hose
connection operations?
Note : Where any question cannot be answered “YES” or N/A (where appropriate) an MOC process
must be followed, approved by the facility PIC and Vessel Captain and all mitigating measures in place
before operations will be permitted.
Hose connection operations are approved to proceed:
____________________ PIC _________________ Master Support Vessel
____________________ Date
Rev 02: April 2019 2-169

Part 2 – Pre-Transfer Operations
Yes N/A
Check - Pre Bulk Transfer Operations - to be completed by Vessel
Is the hose connected and secure?
Are non-floating sections of hose clear of the water? Hose must be floating or clear of the
water
Does the Vessel bridge officer of the watch have clear sight of floating hose in relation to
Have tank and line valves been checked and correctly set for transfer
Has transfer quantity been confirmed?
Indicate if Vessel or Facility stop
Have initial pumping rates and ramp up rates to full rate been agreed?
Are sampling arrangements / requirements understood?
Is the deck crew stationed for safe monitoring of operation (clear of line of fire from hose)?
Are communications being maintained with the facility?
Check Pre Bulk transfer operations – to be completed by Facility

Have tanks and line valves been checked and correctly set for transfer?
Are communications maintained with vessel?
Has transfer quantity been confirmed?
Indicate if Vessel or Facility stop
Have initial pumping rates and ramp up rates to full rate been agreed?
Is crew stationed for safe monitoring of operation, including hose position?
Yes N/A
Facility has confirmed pre-checks completed and approval to commence transfer
Operations?
Support Vessel has confirmed pre-checks completed and approval to commence transfer
operations?
Bulk transfer operations are approved to proceed:
____________________ PIC ______________________ Master Support Vessel
____________________ Date
Rev 02: April 2019 2-170

Part 3 – Bulk Hose Disconnection
Yes N/A
Check - Bulk Hose Disconnection
Is product transfer stopped and hose been drained?
Are tanks and lines secured?
Is the hose disconnection plan agreed (Use of crane or heaving line payout)?
Does Vessel bridge officer of the watch have clear sight of floating hose in relation to
Has the hose disconnection JSA been completed and pre-job safety meeting been
conducted (toolbox)?
Is boat hook available for retrieving crane hook?
Note: Line of sight with banksman, radio and visual communication must be maintained
Check – Bulk hose Disconnection

Are tanks and line valves secured?
Has hose been drained?
Has the hose disconnection plan been agreed (Use of crane or heaving line payout)?
Has hose disconnection JSA been completed and pre-job safety meeting been conducted
(toolbox)?
Have direct communications between vessel bridge, deck crews and facility crane
driver/crew been established?
Yes N/A
Facility has confirmed pre-checks completed and approval to commence hose dis-
Support Vessel has confirmed pre-checks completed and approval to commence hose dis-
Note : Where any question cannot be answered “YES” or N/A (where appropriate) an MOC process must
be followed, approved by the facility PIC and Vessel Captain and all mitigating measures in place before
operations will be permitted.
Hose dis-connection operations are approved to proceed:
____________________ PIC ______________________ Master Support Vessel
____________________ Date
Rev 02: April 2019 2-171

10.5 Bulk Transfer In Port Checklist
Pre-Loading Check List at Port

YES NO
1 Type and Quantity of product to be transferred, confirmed
2 Allocate tanks to product
3 Confirm transfer rate and max. allowable rate per product
4 Topping off procedure agreed
5 Emergency stop procedure agreed
6 Hose(s) confirmed as fit for purpose and of sufficient length
7 Hose(s) connected to correct couplings
8 Vessel springs tensioned to limit ranging
9 Communications procedure established for transfer
10 Appropriate pollution prevention equipment deployed as per
SOPEP
11 Scuppers plugged if hydrocarbons to be transferred
12 All Hot Work Permits withdrawn if hydrocarbons to be
transferred
13 Self-sealing couplings to be used if fuel to be transferred
14 Lines set ready for cargo transfer
15 Tank monitoring system proven
16 Watch established on manifold with suitable communications
in place
Transfer Check List at Port
1 Start transfer slowly until cargo confirmed as entering correct

tank(s)
2 Volume checks conducted at regular intervals with
receiver/provider
3 All personnel involved in transfer in regular contact
4 Adequate warning given of tank changeover
5 Rate reduced for topping off
Rev 02: April 2019 2-172

10.6 Vessel Offshore Mooring/Unmooring Checklist

Mooring/Unmooring Safety Checklist – To be completed by Facility/Mother Vessel
and Offshore Support Vessel prior each operation
Note: Mother Vessel is the vessel engaged in supplying product, for example the offshore fuel barge
engaged in fuel transfer to offshore support vessels.
Note: This Checklist does not apply to Oil Tankers engaged in Ship to Ship Transfers between Oil Tankers
which must complete the Ship to Ship Checklist, per MARPOL requirements
The following basic safety rules shall apply to offshore mooring/unmooring operations to a fixed facility or floating unit
such as a barge Rig or other vessel.
 500m zone entry checklist must be completed prior final approach and forms part of the mooring operation
check
Ensure adequate lighting at mooring stations during nighttime operations
 Where the Vessel Master feels the movement of the vessel or sea state may compromise the safe mooring or
safety of the vessel alongside the facility or barge/vessel, he or she should halt the operations and depart the
500m zone or maneuver to a safe location
 Maximum sea state and wind conditions should be established for each mooring operation with clear
procedures in place to halt operations and un-moor the vessel where sea states are approaching or at this set
criterion
Mooring winches must be started and tested before entering the 500m zone
 Mooring teams should be supervised by an officer who has direct communications with the vessel bridge
Personnel not directly involved in the operation MUST not be allowed in the area
 ‘Line of Fire’ rules apply, offshore sea state conditions result in additional movement of the vessel and an
increased strain or snatch loading of the mooring lines with additional potential for a mooring line to part
 When mooring lines are under strain personnel should be positioned in areas of safety avoiding Snap Back
areas.
 Excessive vertical angle leads on the mooring lines must be avoided as these can result in excessive strain on
the line with vessels heave motion
 Vessel captain and mooring supervisors must remain alert to heading loss of the vessel which may cause a
sudden strain on the mooring lines
 Be aware of pinched fingers when handling ropes on winch drums or placing over bitts
 Never stand in the bight of a mooring rope or wire.
 When using a winch drum one person should attend the drum backed up by one person backing and coiling
down the rope
 On completion of the mooring operation, make sure the area is left tidy with ropes coiled down
 Moorings must be monitored throughout the period vessel is moored, paying attention to mooring line strains
and fender positions
Reference:
MCA Code of Safe Working Practice for Merchant Seamen
ICS/OCIMF Ship to Ship Transfer Guide
Rev 02: April 2019 2-173

Date Facility/Mother V/L

Time Vessel Name
Yes N/A
Part 1 – Check support vessel – Mooring Operations – completed by Support Vessel
Are mooring ropes, messengers in good condition and ready for use?
Are mooring ropes of sufficient length to conduct the mooring operation in accordance with
the agreed mooring plan?
Are fenders and securing arrangements in good condition?
Are fenders correctly positioned for the intended operation?
If hand held contact fenders intended to be used have the hazards and mitigation steps
associated been identified in the JSA?
Are fairleads in satisfactory condition and free from damage that could potentially damage
the mooring lines?
Are roller type fairleads well-greased and free to rotate?
Are heaving lines ready for use fore and aft?
Note: Weighted heaving lines are not permitted
Are Mooring winches inspected and tested operational
Note: Inspect brake lining for damage and wear, check emergency stops if fitted
Are mooring winches free of mechanical or electrical defects?
Note: Inspect for hydraulic leaks
Is the Mooring location/side clear of obstructions and overboard discharges?
Are mooring area and access ways clear of obstructions, free of slip and trip hazards?
Are mooring line snap back zones clearly and legibly marked on deck at all mooring stations?
Is there sufficient crew to carry out the operation with officer supervision?
Has the mooring operations JSA been completed and the pre-job safety (Tool box) meeting
been conducted?
Does the mooring plan cover departure in the event of an emergency on the facility?
Note: There must be a means of releasing all moorings from the vessel in the event of an
emergency on the facility or mother vessel
Does the mooring plan cover contingency for communications with both facility and onboard
mooring stations
Have primary and contingency communications for both facility and onboard mooring stations
been tested and confirmed effective?
Is the Vessel approach plan confirmed and free of obstructions?
Has the mooring plan been agreed with the facility/mother vessel?
Weather conditions and vessel movement are acceptable for Mooring operations.
Present Conditions
Vessel limits for staying alongside
Rev 02: April 2019 2-174

Yes N/A
Part 2 – Check facility/mother vessel – Mooring Operations – Completed by Facility
/Mother vessel
Are mooring ropes, messengers in good condition and ready for use?
Are mooring ropes of sufficient length to conduct the mooring operation in accordance with
the agreed mooring plan?
Are fenders and securing arrangements in good condition?
Are fenders correctly positioned for the intended operation?
If hand held contact fenders intended to be used, have the hazards and mitigation steps
associated been identified in the JSA?
Are fairleads in satisfactory condition and free from damage that could potentially damage
the mooring lines?
Are roller type fairleads well –greased and free to move
Are heaving lines ready for use fore and aft
Note:; Weighted heaving lines are not permitted
Are Mooring winches inspected and tested operational
Note: Inspect brake lining for damage and wear, check emergency stops if fitted
Are mooring winches free of mechanical or electrical defects?
Note: Inspect for hydraulic leaks
Is the Mooring location/side clear of obstructions and overboard discharges?
Are mooring area and access ways clear of obstructions, free of slip and trip hazards?
Are mooring line snap back zones clearly and legibly marked on deck at all mooring stations?
Is there sufficient crew to carry out the operation with supervision?
Has the mooring operations JSA been completed and pre-job safety (Tool box) meeting been
conducted?
Does the mooring plan cover release of the alongside vessel in the event of an emergency?
Note: There must be a means of releasing all moorings from the vessel in the event of an
emergency.
Does the mooring plan cover contingency for communications with both facility and onboard
mooring stations?
Has the mooring plan been agreed with the Vessel?
Are Weather conditions acceptable for mooring operations?
Have any SIMOP’s been evaluated, agreed and communicated to support vessel?
Rev 02: April 2019 2-175

Yes N/A
Confirmation of readiness- completed by Facility/Mother Vessel and Vessel
Facility/Mother vessel has confirmed pre-checks completed and approval to commence
mooring operations?
Support Vessel has confirmed pre-checks completed and approval to commence mooring
operations?
Mooring operations is approved to proceed:
________________________ PIC / Master Mother Vessel
________________________ Master Support Vessel
________________________ Date
Rev 02: April 2019 2-176

Date Facility
Time Vessel Name
Yes N/A
Part 1 – Check support vessel – Un-Mooring Operations – completed by Vessel
Have Mooring winches been tested and operational?
Are mooring areas and access ways clear of obstructions, free of slip and trip hazards?
Has the un-mooring operations JSA been completed and pre-job safety (Tool box) meeting
been conducted?
Are Engines, steering systems available and tested?
Has the departure route been evaluated and confirmed clear?
Has the un-mooring plan been agreed with the facility/mother vessel?
Part 2 – Check facility/mother vessel preparations – Un-Mooring Operations –

completed by Facility/Mother vessel
Have Mooring winches been tested and operational?
Are mooring areas and access ways clear of obstructions, free of slip and trip hazards?
Has the un-mooring operations JSA been completed and pre-job safety (Tool box) meeting
conducted?
Are Engines, steering systems available and tested?
Has the departure route been evaluated and confirmed clear?
Has the un-mooring plan been agreed with the support vessel?
Rev 02: April 2019 2-177

Yes N/A
Confirmation of readiness- completed by Facility/Mother Vessel and Vessel
Facility/Mother vessel advised of Vessel readiness to commence un-mooring operations
Vessel advised of Facility/Mother Vessel readiness to commence un-mooring operations
Un-Mooring operations is approved to proceed:
________________________________ PIC / Master Mother Vessel
________________________________ Master Support Vessel
________________________________ Date
Rev 02: April 2019 2-178

10.7 Basket Passenger Transfer Checklist

Basket Passenger Transfer Checklist – To be completed by Facility and Vessel
prior each passenger transfer operation
The following basic safety rules shall apply to operations involving transferring to and from boats, barges, and floating
platforms when using a Basket
500m zone entry checklist must be completed prior final approach and forms part of the
mooring operation check

Basket transfer to only occur during day light hours, unless authorized by the PIC and
agreed by the Vessel Master
Only an approved Man riding crane and trained driver should be used for basket transfers
Only a verified DP vessel may be used for personnel transfers. Where it is demonstrated that a non-DP vessel
can hold position for a minimum of 10 minutes, transfer by basket may be executed with the exception
approval of the Marine Operations Manager
Hand luggage must be secured within the Basket.
Only one designated person to give orders for crane direction.
Boat captain must remain alert to movement of the boat under the lift
Deck crews must remain clear of the Basket until it is safe to recover the tag lines using a boat hook. Deck crew
must never stand under the Basket.
During transfer looking straight forward at the horizon will help if you have concerns
about being at height
Depart from the Basket when instructed to do so by deck crew member
Do not hurry transfer. Take your time!
If in doubt do not complete the transfer, step back and advise person in charge
Rev 02: April 2019 2-179

Facility Name______________ Vessel Name______________ Date ___/____/____
Yes N/A
Part 1 – Check facility preparations – to be completed by Facility
Has a permit for the lift been prepared and approved by the PIC?
Is the Weather within the set limits for transfer operations (Wind, Sea, rain and visibility)?
Is the Crane certified and rated for the lift and crane operator trained for man lifts?
Is there a trained Banksman with required communication means in place?
Has the passenger transfer operations JSA been completed and a pre-job safety (Tool box)
meeting been conducted?
Is the Crane operator aware of need to raise and lower the Basket over water instead of
facility or vessel?
Has the sequence of operation been communicated to the vessel?
Is the Basket rigged per manufacturer’s instructions?
Has the Basket and Sling been inspected for signs of damage / corrosion per manufacturer’s
checklist?
Note: Any plastic sheath that attaches around load bearing & safety sling must be removed
for this inspection. Confirm within current certified inspection period
Is the Transfer vessel DP?
Is the Transfer area well illuminated?
Does the Basket have 2 tag lines attached? (approx.10 feet long and 180O apart.)
Has communication been established and agreed between the two transfer locations?
Note: Crane operator has line of sight with banksman, radio and visual communications must
be maintained for the duration of the transfer, standard hand signals used
Has the Passenger manifest been exchanged with the Vessel?
Part 2 – Check support vessel preparations – to be completed by Vessel
Is the Landing area clear and highlighted for good visibility from the crane?
Is the landing area well illuminated?
Has a permit for the operation been prepared and approved?
Is Life buoy and personnel rescue equipment ready for immediate use?
Have man overboard roles and recovery methods been discussed
Where possible, is the vessel positioned on leeward side of the facility and with clear line of
sight of the crane operator?
Note: If note possible agreed mitigation measure must be in place – see 500m zone pre-
entry checklist
Has the passenger transfer operations JSA been completed and a pre-job safety (Tool box)
Is there a designated person in charge of the transfer operation?
Is there an appointed banksman? Preferably the person in charge of operation and is he
conversant with the standard lifting signals?
Are a least two crew members available to assist with Basket transfer?
Is there clear access between Basket landing area and the designated passenger waiting
area?
Rev 02: April 2019 2-180

Yes N/A
Has communication been established between the two transfer locations?
Note: Crane operator has line of sight with banksman, radio and visual communications must
be maintained for the duration of the transfer, standard hand signals used
Has the Passenger manifest been exchanged with the Facility?
Vessel Master agrees that weather conditions and vessel movement are acceptable for
Basket transfer.
Present Conditions
Part 3 – Check Personnel preparations – completed by Facility and Vessel

Have Passengers been briefed and reviewed and signed the Basket Transfer briefing log?
Note: Passengers instructed on the right location to stand and face and how to hold on to the
netting
Are Personnel wearing appropriate PPE (Life Support Vests (PFD), Hard hat)?
Note: pockets should be emptied of sharp objects?
Does hand Baggage meet weight requirements and fit in designated basket area
Note: Larger baggage should be lifted separately?
Have Passengers confirmed fitness to conduct transfer?
Note: Passengers suffering from sea-sickness should not ride the basket
Yes N/A
Confirmation of readiness to transfer
Facility has confirmed pre-checks completed and approval to commence transfer operations?
Vessel has confirmed pre-checks completed and approval to commence transfer operations?
If transfer is taking place at night have PIC and Master authorized the transfer?
before transfer will be permitted.
Transfer is approved to proceed:
___________________________ Facility PIC _____________________ Date
___________________________ Vessel Master _____________________ Date
Rev 02: April 2019 2-181

10.8 Swing Rope Passenger Transfer Checklist
Swing Rope Passenger Transfer Checklist – To be completed prior each

passenger transfer operation
The following basic safety rules shall apply to operations involving transferring to and from boats, barges, and floating
platforms when using swing rope
:
Swing rope transfer to only occur during day light hours, unless authorized by the Marine Operations Manager
 Be extremely cautious every time you make a transfer, never become complacent, being caught between
vessel and facility, even in calm seas, can be deadly.
Only one designated person to give orders for boat movement.
Deck personnel on vessel and facility must assist transferring personnel in making transfers.
Life ring with line attached to be ready for use at landing area on boat
Master shall set up the most optimal position and heading and shall satisfactorily maintain station for no less than
5 minutes before any transfer is permitted.
All vessel machinery shall be confirmed to be operational and in use through the operations when within the 500
meter zone
Ensure you use the correct rope: Inboard rope for boarding the platform, outboard rope for boarding the boat.
Hold on to swing rope high enough up to ensure clearing boat landing.
Hold the rope above a knot whenever available to prevent hands from slipping
Time your swing to leave the boat when it is on the peak of a wave
Man overboard procedures are to be reviewed and understood by all personnel before a transfer takes place
The final decision to swing lies with the individual, who reserves the right to refuse to swing if at any time they
feel uncomfortable to do so.
Stow or lash equipment/material after completion of transfer
Rev 02: April 2019 2-182

Date Facility
Time Vessel Name
Yes N/A
Part 1 – Check facility preparations – to be completed by Facility
Are Landing platform and handrails free of damage (e.g. by waves, corrosion)?
Is weather condition suitable for transfer? (Swells, rain, wind, current etc.)
Has the Personnel Transfer Permit to Work been prepared and approved?
Is Landing area free of trip hazards?
Have Swing ropes been inspected and show no excessive wear or deterioration?
Are ropes attached to 4-part shackles with nut secured (spilt pin) in place?
Are ropes free of diesel, grease, drilling mud, and other contaminants?
Is area around Landing platform clear of visible obstructions such as hanging ropes and
ropes under water?
Are personnel available to assist with swing rope transfer?
Is Transfer area completely visible?
Has the Passenger Transfer pre-job safety (Tool box) meeting been conducted?
Has communication been established between the two transfer locations?
Has a transfer plan be agreed on?
Note: Transfer personnel from the platform to boat first and then transfer personnel from
vessel to platform
Part 2 – Check support vessel preparations – to be completed by Vessel
Is Transfer area dry, free of obstructions, oil and grease?
Is Transfer platform, handrails and stairs in satisfactory condition?
Has the Personnel Transfer Permit to Work been prepared and approved?
Are at least two crew members available to assist with swing rope transfer?
Note: Designated person supervising must have radio contact with the bridge
Is Transfer taking place at the designated area (over the stern platform, not over the side)?
Are fenders adequately secure and in suitable condition?
Have man overboard recovery roles and methods been discussed?
Is there a clear access between personnel landing and waiting area?

swing rope transfer.
Present Conditions
Rev 02: April 2019 2-183

Yes N/A
Part 3 – Check Personnel preparations
Have Passengers been briefed and signed Swing Rope Transfer briefing log?
Are Personnel wearing appropriate PPE (PFD, Hard hat)?
Note: Pockets must be emptied of sharp objects
Are Passengers not carrying any kind of luggage, including hand luggage
Note: Passengers must have both hands free and not carry any luggage, backpacks etc.
Have passengers confirmed fitness to perform transfer?
Note: Consider influencing factors such as length of time travel prior transfer
Yes N/A
Has Facility advised of vessel and passenger readiness to commence transfer operations?
Has Vessel advised the Facility that pre-checks have been completed and vessel ready to
commence transfer operations?
Is the relative height of the platforms between Vessel and Facility safe for transfer?
If transfer is taking place at night, has the Marine Operations Manager given formal approval
_______________________ Facility PIC __________________________ Date
_______________________ Vessel Master __________________________ Date
Un- Manned Facility
In case of transfer to an unmanned facility, the vessel Master shall ensure that the landing
area is clear of obstructions and satisfactory condition of the landing platform and swing
ropes during his final approach to the facility. The first person transferred should be
experienced in the operation and immediately report any concerns to the Master.
First person transferred will assist following personnel making the transfer.
Rev 02: April 2019 2-184

10.9 Surfer Passenger Transfer Checklist
Surfer Passenger Transfer Checklist – To be completed by Facility and Vessel

prior each passenger transfer operation
The following basic safety rules shall apply to operations involving transferring to and from boats, barges, and
platforms when using Surfer transfer:
500m zone entry checklist must be completed prior final approach and forms part of the
operation check

Surfer transfer to only occur during daylight hours, unless authorized by the PIC and
agreed by the Boat captain

Be extremely cautious every time you make a transfer, never become complacent,
being caught between vessel / facility, even in calm seas, can be deadly.
Only one designated person to give orders for boat movement.
Deck personnel on vessel and facility must assist transferring personnel in making
transfers
Boat captain must remain alert to move boat or to keep from crushing anyone in the
water.
Transferring personnel must all wear life vests
Never attempt to carry anything
Be guided by deck crew on when to step between boat and facility or vice versa
Use both hands
Man overboard to attempt to swim clear of boat and platform, then swim to nearest
climb-out point.
Do not fight a current.
Rev 02: April 2019 2-185

Facility Name______________ Vessel Name_______________ Date: __/____/____
Yes N/A
Part 1 – Check facility preparations – completed by Facility
Are Landing platforms, landing posts, ladder steps and handrails free of damage (e.g. by
waves, corrosion)?
Note: Confirm landing posts free of damage or wear that might prevent the surfer bow from
sliding in/out smoothly
Is the Weather within the set limits for transfer operations (Wind, Sea and rain)?
Is Landing area free of trip hazards?
Is Transfer area well illuminated?
Is area around landing platform clear of visible obstructions such as hanging ropes and ropes
under water?
Has the personnel transfer Permit to Work been prepared and approved?
Has the Passenger transfer operations JSA been completed and pre-job safety (Tool box)
Are personnel available to assist with transfer operations?
Part 2 – Check support vessel preparations – completed by Vessel
Is Transfer area free of obstructions, oil and grease?
Is Surfer landing handrails, platform and steps in satisfactory condition?
Has the personnel transfer Permit to Work been prepared and approved?
Are bow fenders in satisfactory condition?
Note: Check for irregularity that could reduce the distance between bow and ladder to less
than 30cm at any time
Are crewmembers available to assist with transfer operations?
Have man overboard recovery roles and methods been discussed?
Has the passenger transfer operations JSA been completed and pre-job safety (Tool box)
meeting conducted?
Surfer transfer. Note: Consult Surfer decision Matrix
Present Conditions
Wind Speed: ____________kt Wave / swell height________m
Vessel limits for staying alongside
Wind Speed: ____________kt Wave / swell height________m
Rev 02: April 2019 2-186

Yes N/A
Part 3 – Check Personnel preparations – completed by Facility and Vessel
Have passengers been briefed and signed Surfer Transfer briefing log? A briefing video may
be used?
Are Personnel wearing appropriate PPE (Life Support Vests Hard hat)?
Are Passengers not carrying any kind of luggage, including hand luggage?
Have Passengers confirmed fitness to conduct transfer?
Yes N/A
Facility has confirmed pre-checks completed and approval to commence transfer operations?
Vessel has confirmed pre-checks completed and approval to commence transfer operations?
If transfer is taking place at night have PIC and Master authorized the transfer
___________________________ Facility PIC ________________________ Date
___________________________ Vessel Master ________________________ Date
Un- Manned Facility
In case of transfer to an unmanned facility, the vessel Master should endeavor to confirm
landing area is clear of obstructions and satisfactory condition of the of the landing
platform, landing pots, ladder steps handrails during his final approach to the facility.
The first person transferred should be experienced in the operation and immediately
report any concerns to the Master.
First person transferred will assist following personnel making the transfer
Rev 02: April 2019 2-187

10.10 Zodiac Transfer Checklist
ZODIAC CHECKLISTS
Item Description Yes No
Is the Zodiac condition in order and is the Zodiac fully operational?
Is the following emergency equipment onboard?
a. Two (2) portable radio set (Protected from the Weather)
b. Four (4) liters of Drinking water
c. One (1) Jack Knife
d. One (1) adjustable spanner
e. Two (2) Hand flares
f. One (1) Signaling Mirror
g. One (1) Signaling Torch
h. Spare Bulb & Batteries for the above Torch
i. One (1) Rescue Quoit with Buoyant Line
j. One (1) Air Bellow
k. One (1) Bailer
l. One (1) Paddles
m. Life Jacket as per capacity of the Zodiac. (PFD Type III)
Is the zodiac carrying personnel and cargo below its load limit?
Are the passengers to be transferred fit and been briefed on the procedure?
Are all passengers wearing Type III PFDs?
Has the qualification of the Zodiac Driver been verified?
Is an arrangement in place for the zodiac to be observed by the Mother ship at all
times?
Is the wind speed less than 20 Knots and the Sea State less than 1.5 meters and the
sea will not heave onto the deck of the zodiac?
Does communication between the Zodiac/Mother vessel/ Destination exists by way
of portable radio?
Is the engine properly fastened and secured astern of the zodiac?
Is the battery properly seated and fastened in its position astern the zodiac?
Is the zodiac able to move forward and reverse?
Describe the emergency response procedure for this transfer, response needs to be
within minutes of the emergency incident.
Option #1
Second zodiac on standby within sight of first zodiac ready to response to
emergency and with lookout on duty.
Option #2
Supply, tug, or crew boat within sight of the first zodiac ready to response to
emergency and with lookout on duty
Remark: No night operation unless instructed specifically by the Master of the barge/vessel and approved by
Manager Marine.
____________________ _____________________
Coxswain Master
Rev 02: April 2019 2-188

10.11 Towing Vessel Inspection Checklist

TOWING VESSEL INSPECTION CHEKCLIST – TO BE COMPLETED PRIOR EACH TOWING OPERATION
RIG NAME: ____________________________ OCEAN TOW: ( ) FIELD MOVE: ( )
MOVE NO: ________________ ETD OF TOW: ____________ ETA AT LOCATION: __________
FROM: PLATFORM NAME: __________________________________________________
LATITUDE: _____________________ LONGITUDE: ____________________
TO: PLATFORM NAME: ___________________________________________________
LATITUDE: _____________________ LONGITUDE: ____________________
TOWING VESSEL NAME: ______________________ OWNERS: _______________________
TYPE OF VESSEL: ( ) TUG ( ) TUG/SUPPLY ( ) ANCHOR HANDLING TUG/SUPPLY

( ) OTHER: _______________________________________________________
COUNTRY & PORT OF REGISTRY: ____________________________________________________
CERTIFIED BY: _________________________ CLASSED BY: __________________________
DATE CHECKLIST COMPLETED: ___________ COMPLETED BY: _______________________
 Certification
Certificate of Inspection issued by: ____________________ Valid to: _______________________
Vessel classification by: _________________________ Last survey date: ________________
Load Line Certificate issued by: ______________________ Valid to: _______________________
SOLAS Radio Certificate issued by: ____________________ Valid to: _______________________
SOLAS Safety Certificate issued by: ____________________ Valid to: _______________________
APPROVED SAFETY MANAGEMENT SYSTEM (SMS): _____________________________________
 Vessel Power and Type
Number of Engines: ______________________Total rated Continuos BHP: _____ @ ________rpm
Continuous bollard pull: ___________________ Maximum bollard pull: __________________
Data Verified by: ( ) Certificates ( ) Engine name plate ( ) ___________________________
Propulsion system: (Check as appropriate)
Rev 02: April 2019 2-189

( ) Fixed Pitch propeller ( ) Twin screw ( ) Kort nozzle(s)
( ) Controllable pitch propeller ( ) Single screw
Is the towing vessel fitted with bow or stern thrusters? ( ) Yes ( ) No
If yes, list the following:

Number of bow thrusters: ___________________ Total BHP: ______________________________
Number of stern thrusters: ___________________ Total BHP: ______________________________
Towing Winch
Towing winch – make: _____________________ Type: ( ) Side by side ( ) Waterfall
Power: ( ) diesel ( ) D.C. electric ( ) hydraulic
No. of drums: ___________ Min. rated line pull: _________ ( ) short tons ( )lbs. ____________
Second winch – make: _____________________ Type: ( ) Side by side ( ) Waterfall
Power: ( ) diesel ( ) D.C. electric ( ) hydraulic
No. of drums: ___________ Min. rated line pull: _________ ( ) short tons ( ) lbs. ____________
Braking Systems: ( ) automatic motor brake ( ) band brake ( ) dynamic brake
Tension readout: ( ) Yes ( ) No Control stations: ( ) local ( ) remote
Wildcats (Chain Lifters): ( ) Yes ( ) No
Powered storage drums for wire pennants: ( ) Yes ( ) No
Chain Lockers: ( ) Yes ( ) No Capacity: __________________________m3
Mechanical stoppers
Sharks Jaw or ( ) Yes ( ) No
Karm Fork ( ) Yes ( ) No
Hydraulic towing pins: ( ) Yes ( ) No
Have qualified personnel thoroughly inspected the towing winch, including the following:
Date checked
Emergency release operation ( ) Yes ( ) No ___________________
Drive clutch operation ( ) Yes ( ) No ___________________
Pay in / Pay out operation ( ) Yes ( ) No ___________________
Manual brake operation ( ) Yes ( ) No ___________________
On loss of power:
Does automatic brake engage? ( ) Yes ( ) No ___________________
Can emergency release be operated? ( ) Yes ( ) No ___________________
Towing Equipment
Rev 02: April 2019 2-190

Item No Diameter Length Break Load Certificate Condition

Y N
Main To Wire ( ) ( )
Spare Wire ( ) ( )
Pendant Wires ( ) ( )
Spring Lines ( ) ( )
List safe working loads for each of the following components:
Main tow wire: ______________ Spare tow wire: ______________ Pendant wire: _____________
Pendant wire: _______________ Spring line: __________________
Location of spare tow wire: _________________________________
Type of end fittings:

Hard eye soft eye swaged socket poured socket
(Open) (Closed) (Open) (Closed)
Main tow wire ( ) ( ) ( ) ( ) ( ) ( )
Spare tow wire ( ) ( ) ( ) ( ) ( ) ( )
Pendant wire ( ) ( ) ( ) ( ) ( ) ( )
Pendant wire ( ) ( ) ( ) ( ) ( ) ( )
Spring line ( ) ( ) ( ) ( ) ( ) ( )
Is equipment available to perform field repairs to socketed end connections? ( ) Yes ( ) No
Methods of tow point control: ( ) tow guide ( ) gog wire ( ) ______________________
List type, number and safe working loads for shackles:

__________________________________________________________________________________
__________________________________________________________________________________
Does the towing vessel carry:
Pendant w/float ( ) Yes ( ) No Heaving lines ( ) Yes ( ) No
Line throwing gun ( ) Yes ( ) No Grapnels ( ) Yes ( ) No
Communication / Navigation Equipment
Call sign: __________________________
Communication and radio equipment onboard the towing vessel:
( ) SATCOM ( ) EPIRB
( ) Single side band ( ) CW system (continuous wave for morse code)
( )VHF ( ) Hand held VHF radio(s)
( ) Facsimile receiver ( ) Telex
Rev 02: April 2019 2-191

( ) International code flags ( ) Towing shapes for tug and tow
( ) _______________________________
Navigation equipment onboard the towing vessel:

( ) SATNAV ( ) Radar 1 range: ____________________ (NM)
( ) LORAN ( ) Radar 2 range: ____________________ (NM)
( ) Omega ( ) Fathometer ( ) GPS ( ) Radio direction finder

Are there adequate updated charts for the route? ( ) Yes ( ) No
Remarks: ____________________________________________________________________________
____________________________________________________________________________
Endurance Note: use consistent units

Fuel capacity: _________________________ Potable water capacity: _______________
Fuel consumption - @ max RPM: _________ @ continuous RPM: __________________
Range (no reserve) - @ max RPM: ________ @ continuous RPM: ____________ (days)
Estimated fuel consumption for intended tow: _______________________________________
Lifesaving and Rescue

No. of lifeboats: _______ Motorized: ( ) Y ( ) N Enclosed: ( ) Y ( ) N
No. of inflatable life rafts: ______________ Date last inspected: __________________
Total lifeboat capacity: ________________ Total life-raft capacity: ________________
Fast rescue craft: ( ) Yes ( ) No
Miscellaneous
Does towing vessel have a PM program in place? ( ) Yes ( ) No
Have inspection logs been reviewed? ( ) Yes ( ) No
Is vessel fitted with fire-fighting monitors? ( ) Yes ( ) No
Does vessel have a foam fire-fighting system? ( ) Yes ( ) No
General remarks:_______________________________________________________________
______________________________________________________________________________
Rev 02: April 2019 2-192

10.12 Towing Vessel Inspection

1. What is the condition of tow winch?
2. What is the condition of main tow wire and certification?
3. Check the condition of the shock line.
4. State the condition of wire fuse pendant.
5. What is the size and condition of shackles? Check if they have split pin, and not welding rod, on
locking nut.
6. Are all propulsion systems and thrusters operational? Yes / No

If no, state defects:
7. Is Echo Sounder operational? Yes / No

8. Are radios operational? Yes / No
9. Are radars operational? Yes / No
10.Confirm tug’s towing position Bow /Port /Starboard
Rev 02: April 2019 2-193

10.13 Jack-up/Barge
Rev 02: April 2019 2-194

Upstream Nigeria N MARINE JACK-UP MOVEMENT/POSITIONING CHECKLIST

Marine Operations Guide for- Offshore
REVIEWSupport Vessels
Jack-Up Name:
Location:
Project:
Contractor: Date:
YES NO REMARKS
A
Are the Debris/Survey reports and drawings available,
A-1 reviewed and satisfactory
Is the Jack Up final position superimposed on MPN latest field
A-2
chart
Are previous Jack Up positions detailed on the drawings to
A-3 indicate potential spud can interaction, with former vessel
names, penetration depths and dates.
Is the proposed Jack Up position suitable for the project scope
A-4
and the platform in terms of crane reach, platform access etc.
A-5 Is the Jack Up profile and GA plan available in electronic format
A-6 If required, has an interface agreement been produced?
A-7 Are any SIMOPS anticipated throughout the operation?
A-8 Have the certificates of key personnel been verified
A-9 Have the certificates of relevant equipment been verified
Are the approved survey contractors, survey procedures and
A-10
survey reports on board?
Has the site specific (geotechnical survey and penetration
A-11
analysis) been completed, reviewed and found satisfactory.
A-12 Has the passage plan been submitted and reviewed.
A-13 Has the preload plan, including sequence, tank numbers and
hold times (Minimum 1 hour) been submitted and reviewed.
Does the preload plan require that all preload added shall be
A-14 discharged completely before final jacking operations
commence
Does the jack up have the ability to preload each leg
A-15
individually and independently
Have the Jack Up stability calculations for both arrival and
A-16 departure conditions prior to jacking up or going afloat been
submitted for review
Has any maximum deviation tolerance between predicted and
A-17
actual initial penetration values been agreed
Rev 02: April 2019 2-195

Have maximum acceptable horizontal deviations from

A-18
approved position been agreed
A-19 Has the positioning plan been approved
A-20 Have jacking trials been carried out
A-19 Have preload system trials been carried out
B
Has an inspection and mobilization of positioning equipment
B-1
been carried out
B-2 Has the calibration of Survey/Positioning Equipment been
carried out
Do any pipelines in the vicinity require buoying or transponder
B-3
installations, or Sector Scan verification prior to final approach
B-4 Are the Rig Mover and 3rd Party Surveyors on board
C
C-1 Are any anchors required for final positioning
C-2 Has the gangway position and length been considered
C-3 Have all aviation related matters been considered.
Has the approach plan been transmitted to and agreed by the
C-4
location PIC and Platform Operations Group
C-5 Are all approach permissions and permits in place
C-6 Has the intended movement been transmitted to VMT Marine
D
Have the expected environmental conditions been assessed
D-1
and found to be within acceptable limits.
E
E-1 Are pipelines (either in use or decommissioned) in the vicinity
Are any of the pipelines less than 15 meters from any of the
E-2 approved spud can positions? If yes, has a specific Risk
Assessment been conducted and MOC been initiated.
Is pipeline straddling with one or more of the Jack Up legs
E-3
required?
Is shut down and depressurization of one or more of the
E-4
pipelines required?
E-5 Is a shutdown of the platform required
Will the proposed position require shutdown of other adjoining
E-6
or related platforms.
If either E-4, E-5, E-6 above is ‘yes’, has platform operations and
E-7
the shutdown group being notified
Does then Risk Assessment cover both the approach and
E-8 departure sectors and also include (if required) any agreed
stand-off location
Rev 02: April 2019 2-196

F
F-1 Has all relevant information been duly documented
Have the risks and precautions been communicated to all
F-2
concerned.
General
1 Will there be a security vessel travelling with the Jack Up
2 Is the transit between locations limited to daylight hours only?
Comments
Rev 02: April 2019 2-197

Certificate Of Completion
Envelope Id: C5954E939E92418EAF1A66960F4E2F9C Status: Completed
Subject: Please DocuSign: MARINE OPERATIONS GUIDE _Rev 02 _ June_2019.pdf
Source Envelope:
Document Pages: 273 Signatures: 8 Envelope Originator:
Certificate Pages: 4 Initials: 0 ITAFENEKHARE OGBOMIDA
AutoNav: Enabled Address Redacted
EnvelopeId Stamping: Enabled itafe.m.ogbomida@exxonmobil.com
Time Zone: (UTC-06:00) Central Time (US & Canada) IP Address: 158.26.145.11
Record Tracking
Status: Original Holder: ITAFENEKHARE OGBOMIDA Location: DocuSign
June 28, 2019 | 01:02 itafe.m.ogbomida@exxonmobil.com
Security Appliance Status: Connected Pool: Security Pool
Signer Events Signature Timestamp

Philip Morris Sent: June 28, 2019 | 01:16
phillip.k.morris@exxonmobil.com Viewed: June 28, 2019 | 01:46
Rig Mover / Marine Advisor Signed: June 28, 2019 | 01:46
ExxonMobil
Signature Adoption: Uploaded Signature Image
Security Level: Email, Account Authentication
(None) Using IP Address: 158.26.145.13
Electronic Record and Signature Disclosure:

Accepted: August 9, 2018 | 19:28
ID: 580a189b-566b-44cd-b65f-7c08e8037d73
Company Name: Exxon Mobil Corporation
Samuel Omowaiye Sent: June 28, 2019 | 01:46

samuel.omowaiye@exxonmobil.com Viewed: June 28, 2019 | 02:05
ExxonMobil General Signed: June 28, 2019 | 02:05
(None) Signature Adoption: Pre-selected Style
Using IP Address: 158.26.145.12

Accepted: January 11, 2019 | 05:30
ID: 1d84f127-5d53-434b-82b1-80d7bde94ede
Justin Eshiet Sent: June 28, 2019 | 02:05

justin.m.eshiet@exxonmobil.com Viewed: June 28, 2019 | 05:46

Accepted: December 6, 2018 | 09:06
ID: 01cab71a-b687-413e-a4ce-e7f082efc03c
DANIEL HUGHEY Sent: June 28, 2019 | 05:46

daniel.p.hughey@exxonmobil.com Viewed: June 28, 2019 | 05:48

Signer Events Signature Timestamp
Accepted: August 7, 2018 | 05:34
ID: 652f9e8e-864a-471c-8a7f-ac0811fb1128
Tosin Olawale Sent: June 28, 2019 | 05:49

tosin.o.olawale@exxonmobil.com Viewed: June 28, 2019 | 06:04

Accepted: May 30, 2019 | 03:13
ID: 137699af-625e-465b-be20-8de8014e5a16
Michael Ebiye Sent: June 28, 2019 | 06:04

michael.o.ebiye@exxonmobil.com Viewed: June 28, 2019 | 06:11

Accepted: November 22, 2018 | 01:01
ID: 5e6ec1e0-ca17-4248-8f12-1805c488420c
Matthew Ijachi Sent: June 28, 2019 | 06:12

matthew.ijachi@exxonmobil.com Resent: June 28, 2019 | 06:19
ExxonMobil General Viewed: June 28, 2019 | 06:29
Security Level: Email, Account Authentication Signed: June 28, 2019 | 06:29

Accepted: June 24, 2019 | 05:01
ID: de221a52-31d4-4efa-90ee-0efb795bd6c9
Tajudeen Bakare Sent: June 28, 2019 | 06:29

tajudeen.o.bakare@exxonmobil.com Viewed: June 28, 2019 | 06:57

Accepted: March 21, 2019 | 04:25
ID: 67e846b9-2a1f-4ed1-bf43-68b228c4d765
In Person Signer Events Signature Timestamp
Editor Delivery Events Status Timestamp
Agent Delivery Events Status Timestamp
Intermediary Delivery Events Status Timestamp
Certified Delivery Events Status Timestamp

Carbon Copy Events Status Timestamp
Okechukwu Edokwe Sent: June 28, 2019 | 07:04
okechukwu.g.edokwe@exxonmobil.com
ExxonMobil General
(None)
ID: 4ff510c7-b007-4318-8fa3-5230ff7fe1a7
Aniekan Umoh Sent: June 28, 2019 | 07:04

aniekan.g.umoh@exxonmobil.com Viewed: June 28, 2019 | 08:16
ExxonMobil General
(None)
ID: dd306d95-3935-49ce-9f2b-12b3d9e6c9a5
Witness Events Signature Timestamp
Notary Events Signature Timestamp
Envelope Summary Events Status Timestamps

Envelope Sent Hashed/Encrypted June 28, 2019 | 07:04
Certified Delivered Security Checked June 28, 2019 | 07:04
Signing Complete Security Checked June 28, 2019 | 07:04
Completed Security Checked June 28, 2019 | 07:04
Payment Events Status Timestamps

Electronic Record and Signature Disclosure
Electronic Record and Signature Disclosure created on: December 30, 2016 | 06:17
Parties agreed to: Philip Morris, Samuel Omowaiye, Justin Eshiet, DANIEL HUGHEY, Tosin Olawale, Michael Ebiye, Matthew Ijachi, Tajudeen Bakare, Okechukwu Ed
ELECTRONIC RECORD AND SIGNATURE DISCLOSURE Exxon Mobil Corporation

(ExxonMobil) [1] uses the DocuSign service to collect signatures, endorsements, and approvals
for corporate purposes. DocuSign may be used by ExxonMobil to conduct corporate business
endorsements and approvals or to gather electronic signatures from 3rd parties for business
purposes. Please read the information below and if you can access this information electronically
to your satisfaction and agree to these terms and conditions, please confirm your agreement by
clicking the 'I agree' button.
Acknowledging your access and consent to receive materials electronically By checking the
'I agree' box, I confirm that:
 I can access and read this Electronic CONSENT TO ELECTRONIC RECEIPT OF

ELECTRONIC RECORD AND SIGNATURE DISCLOSURES document; and
 I can print on paper the disclosure or save or send the disclosure to a place where I can print it,
for future reference.
 I am authorized to do the specific type of work (approve, endorse, etc.) in the country where I am
physically located when using DocuSign
Getting paper copies You will have the ability to download and print documents we send to you
through the DocuSign system during and immediately after signing the document.
How to contact Exxon Mobil Corporation: For email address changes or if you have questions
about a document you receive please contact the sending ExxonMobil Business organization.
[1] ExxonMobil and/or ExxonMobil Affiliates mean (a) Exxon Mobil Corporation or any parent of Exxon Mobil
Corporation, (b) any company or partnership in which Exxon Mobil Corporation or any parent of Exxon Mobil
Corporation now or hereafter, directly or indirectly (1) owns or (2) controls, more than fifty per cent (50%) of the
ownership interest having the right to vote or appoint its directors or functional equivalents ("Affiliated Company")
and (c) any joint venture in which Exxon Mobil Corporations, any parent of Exxon Mobil Corporation or an
Affiliated Company has day to day operational control.

Marine Operations Guide - June 2019

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Marine Operations Guide - June 2019

Uploaded by

Copyright:

Available Formats

DocuSign Envelope ID: C5954E93-9E92-418E-AF1A-66960F4E2F9C

April 2019 Upstream Nigeria Logistics

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

MARINE OPERATIONS GUIDE FOR OFFSHORE SUPPORT VESSELS

02 April12,2019 Issue for Release MOE On file

01 April 5, 2019 Issue for review MDJ JA On File

Rev. Date Description By Checked Approved

Rev 02: April 2019 1-1

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

ENDORSED, APPROVED BY:

PERSON ACTION SIGNATURE DATE

Philip Morris, June 28, 2019

Daniel Hughey June 28, 2019

Tosin Olawale June 28, 2019

Michael Ebiye June 28, 2019

T.J. Bakare for

Rev 02: April 2019 1-2

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

Rev 02: April 2019 1-3

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

MARINE OPERATIONS GUIDE REVIEW TEAM

SECTION LEAD TEAM

Safety, Security, Tunde Olagunju – Oluwole Olamitoke – UN Logistics MQA

Rev 02: April 2019 1-4

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

Support Vessel Onyeka Ahanwa – Itafe Ogbomida – UN Logistics Marine

Rev 02: April 2019 1-5

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

Rev 02: April 2019 1-6

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

SUPPORT VESSEL OPERATIONS

Rev 02: April 2019 1-7

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

Rev 02: April 2019 1-8

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

In this chapter This chapter contains the following information:

1.1 General Introductory Information ...................................................................... 1-2

Rev 02: April 2019 1-1

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

1.1 General Introductory Information

 Anchor handling and towing vessels

 Tanker assist vessels

 Diving and Remotely Operated Vehicle (ROV)

Rev 02: April 2019 1-2

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

General Introductory Information, Continued

Rev 02: April 2019 1-3

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

General Introductory Information, Continued

Rev 02: April 2019 1-4

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

General Introductory Information, Continued

Rev 02: April 2019 1-5

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

General Introductory Information, Continued

Industry Industry references or guidelines include:

Company Company references or guidelines include:

Rev 02: April 2019 1-6

Upstream Nigeria Marine Operations Guide for Offshore Support Vessels

2.0 Safety, Security, Health, and

In this chapter This chapter contains the following information:

2.1 Safety Management Systems............................................................................ 2-8

Rev 02: April 2019 2-7