Offshore Marine Safety PTG - 18.57.02

PETRONAS TECHNICAL GUIDELINES
OFFSHORE MARINE OPERATIONS SAFETY
PTG 18.57.02
November 2019
Internal
© 2019 PETROLIAM NASIONAL BERHAD (PETRONAS)
All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted in any form
or by any means (electronic, mechanical, photocopying, recording or otherwise) without the permission of the copyright
owner. PETRONAS Technical Standards are Company’s internal standards and meant for authorized users only.
PTG 18.57.02
OFFSHORE MARINE OPERATIONS SAFETY November 2019
Page 2 of 145
FOREWORD
PETRONAS Technical Guidelines (PTG) has been developed based on the accumulated knowledge,
experience, Lessons Learnt and Best Practices of the PETRONAS group supplementing PETRONAS
Technical Standards (PTS), National and International standards where appropriate. The key objective of
PTG is to guide the implementation of technical practices across the PETRONAS group.
Compliance to PTG should be adhered to across the Group. The PTG shall remain confidential within the
PETRONAS Group and shall not be issued to Contractors / Manufacturers / Suppliers. Issuance of PTG to
third parties shall be subjected to G-TA approval.
In issuing and making the PTG available, PETRONAS is not making any warranty on the accuracy or
completeness of the information contained in PTG. The end-users shall ensure the accuracy and
completeness of the PTG used for the intended application.
PETRONAS is the sole copyright holder of PTG. No part of this document may be reproduced, stored in a
retrieval system or transmitted in any form or by any means (electronic, mechanical, recording or
otherwise) or be disclosed by users to any company or person whomsoever, without the prior written
consent of PETRONAS.
The PTG shall be used exclusively for the authorised purpose. The users shall arrange for PTG to be kept
in safe custody and shall ensure its secrecy is maintained and provide satisfactory information to
PETRONAS that this requirement is met.
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Table of Contents
1.0 INTRODUCTION ..................................................................................................... 8
1.1 SCOPE .................................................................................................................................... 8
1.2 SPECIFIC DEFINITION ............................................................................................................. 9
1.3 SUMMARY OF CHANGES ..................................................................................................... 14
2.0 GENERAL INSTRUCTION TO MASTER OF MARINE VESSEL (CIMMV) ....................... 15
2.1 MARINE VESSEL’S SCOPE OF WORK .................................................................................... 15
2.2 PETRONAS MARINE BASES .................................................................................................. 16
2.3 APPLICABLE LAWS, REGULATIONS AND PETRONAS REQUIREMENTS ................................ 16
2.4 COMPLIANCE TO SAFETY PRACTICES .................................................................................. 16
2.5 CHARTS, NAVIGATIONS Publications and Information ....................................................... 17
2.6 VHF AND SSB RADIO COMMUNICATIONS .......................................................................... 17
2.7 HSSE INSTRUCTION FOR MASTER AND CREW .................................................................... 18
2.8 INCIDENT AND ACCIDENT REPORTING ............................................................................... 19
2.9 EMERGENCY DRILLS ............................................................................................................ 20
2.10 REQUIREMENT FOR VESSEL IN PORT .............................................................................. 21
2.11 DEPARTURE PORT REPORTING ....................................................................................... 22
2.12 SAFETY INSTRUCTION FOR VESSEL AT SEA ..................................................................... 22
2.13 REQUIREMENT FOR VESSEL AT OFFSHORE INSTALLATION. ........................................... 23
2.14 FIRE FIGHTING AT OFFSHORE INSTALLATION ................................................................. 28
2.15 DAILY REPORTING ........................................................................................................... 28
2.16 CARGO HANDLING AT INSTALLATION ............................................................................. 29
2.17 HOT WORK RESTRICTION ................................................................................................ 29
2.18 CARGO OPERATION......................................................................................................... 30
2.19 CARRIAGE OF EXPLOSIVE ................................................................................................ 30
2.20 CARRIAGE OF OIL BASE MUD (OBM) AND BASE OIL (BO) ............................................... 31
2.21 FREEZER OR CHILLER CONTAINERS ................................................................................. 32
2.22 CARRIAGE OF PASSENGERS ............................................................................................. 32
2.23 LIFTING/SLINGING OPERATIONS ..................................................................................... 34
3.0 INSPECTION OF OFFSHORE SUPPORT VESSEL (OSV) .............................................. 36
3.1 INTRODUCTION ................................................................................................................... 36
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3.2 OBJECTIVE ........................................................................................................................... 36

3.3 SCOPE .................................................................................................................................. 36
3.4 PRE HIRE HSE INSPECTION .................................................................................................. 37
3.5 QUARTERLY SELF ASSESSMENT VESSEL INSPECTION PROCESS .......................................... 38
3.6 OFFSHORE INSTALLATION MANAGER/COMPANY SITE REPRESENTATIVE INSPECTION ..... 39
4.0 PHILOSOPHY FOR THE PROVISION OF FIELD SUPPORT VESSELS ............................ 40
4.1 SCOPE .................................................................................................................................. 40
4.2 ROLES AND RESPONSIBILITY ............................................................................................... 40
4.3 REQUIREMENT FOR FSV AT MANNED PLATFORM / FACILITIES.......................................... 40
4.4 READINESS OF FSV ASSIGNED TO PLATFORM / FACILITIES ................................................ 41
4.5 MAXIMUM RESPONSE TIME ............................................................................................... 41
4.6 MEDICAL EQUIPMENT......................................................................................................... 41
5.0 GUIDELINE FOR WORKING DURING MARGINAL WEATHER ................................... 43
5.1 OBJECTIVE ........................................................................................................................... 43
5.2 WEATHER TERMINOLOGY ................................................................................................... 43
5.3 SQUALL ............................................................................................................................... 46
5.4 GUIDANCE TABLES FOR VESSELS ........................................................................................ 46
5.5 OTHER COMMON CONSIDERATIONS ................................................................................. 53
5.6 CRITICAL ACTIVITIES DURING MARGINAL WEATHER ......................................................... 53
6.0 VESSEL CREW SCREENING GUIDELINES ................................................................. 56
6.1 PETRONAS OSV CREW SCREENING PROCESS FLOW ........................................................... 57
6.2 VESSEL CREW CRITICAL POSITIONS ..................................................................................... 58
6.3 TYPE OF CERTIFICATE .......................................................................................................... 58
6.4 SCREENING PROCESS .......................................................................................................... 59
6.5 CREW SCREENING SYSTEM ................................................................................................. 60
6.6 INTERVIEW PROCESS........................................................................................................... 60
6.7 RECORD ............................................................................................................................... 61
6.8 CONTRACT HOLDER RESPONSIBILITY .................................................................................. 61
6.9 NON-APPROVAL / REJECTION ............................................................................................. 61
6.10 SHIP OWNER RESPONSIBILITY ......................................................................................... 62
6.11 COMMUNICATION .......................................................................................................... 62
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6.12 VESSEL’S CREW MEDICAL EXAMINATION REQUIREMENT ............................................ 63

6.13 TYPE OF CERTIFICATES COMPETENCY AND THEIR LIMITATIONS .................................... 63
7.0 FUEL BUNKERING ................................................................................................ 64
7.2 BUNKERING PROCESS ......................................................................................................... 67
7.3 DELIVERING AND RECEIVING OF BUNKER (ALL LOCATIONS) .............................................. 68
7.4 DELIVERING AND RECEIVING OF BUNKER (OFFSHORE) ...................................................... 69
7.5 COMMUNICATION AND REPORTING .................................................................................. 69
7.6 DOCUMENTATION AND RECORD KEEPING ......................................................................... 70
7.7 SAFETY PRECAUTIONS DURING BUNKERING ...................................................................... 70
8.0 OFFSHORE MOORING BUOY GUIDELINE ............................................................... 72
8.1 OBJECTIVES ......................................................................................................................... 72
8.2 MOORING SYSTEM STANDARDS ......................................................................................... 72
8.3 VESSEL OF 500 GRT AND ABOVE .......................................................................................... 73
8.4 VESSEL OF LESS THAN 500 GRT ............................................................................................ 74
8.5 MOORING BUOY INSTALLATION LOCATION ........................................................................ 80
8.6 MOORING LIMITATION ....................................................................................................... 80
8.7 MOORING ARRANGEMENT ............................................................................................... 80
8.8 INSPECTION AND MAINTENANCE ....................................................................................... 82
9.0 TOWING, MOORING AND ANCHOR HANDLING .................................................... 83
9.2 VESSEL SELECTION PARAMETER ......................................................................................... 90
9.3 TYPICAL VESSEL TYPE/SPECIFICATION ................................................................................ 91
9.4 TOWING OPERATION .......................................................................................................... 91
9.5 TOWING ARRANGEMENT ON RIGS AND BARGES ............................................................... 93
9.6 TOWING ARRANGEMENT ON TUG...................................................................................... 94
9.7 EMERGENCY TOWING ARRANGEMENT .............................................................................. 94
9.8 TOWING CATENARY ............................................................................................................ 95
9.9 PASSAGE PLANNING FOR TOWING ..................................................................................... 95
9.10 INTER-FIELD AND IN-FIELD TOW ..................................................................................... 95
9.11 LOCATION APPROACH..................................................................................................... 96
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9.12 OTHER PRECAUTIONS ..................................................................................................... 96

9.13 ANCHOR MOORING ARRANGEMENT.............................................................................. 97
9.14 WINCHES ......................................................................................................................... 97
9.15 CLOSED CIRCUIT TELEVISION MONITORS (CCTV) ........................................................... 97
9.16 TENSION METERS ............................................................................................................ 97
9.17 FOOTAGE COUNTERS ...................................................................................................... 98
9.18 WIRE ROPE INTEGRITY MANAGEMENT. ......................................................................... 98
9.19 ANCHOR CABLES ............................................................................................................. 99
9.20 ANCHORS ...................................................................................................................... 100
9.21 ANCHOR BUOYS ............................................................................................................ 102
9.22 DRAWING OF ANCHOR PATTERN.................................................................................. 103
9.23 FACTORS TO CONSIDER FOR ANCHOR PATTERN .......................................................... 103
9.24 ANCHOR PATTERN APPROVAL ...................................................................................... 104
9.25 EARLY SUBMISSION OF REQUEST ................................................................................. 104
9.26 ANCHORING RESTRICTION ............................................................................................ 104
9.27 ANCHOR POSITION CROSSING PIPELINE ....................................................................... 105
9.28 ANCHOR POSITION BETWEEN BARGE AND PIPELINE ................................................... 105
9.29 ANCHOR WIRE PARALLEL TO PIPELINE ......................................................................... 106
9.30 ANCHOR POSITIONING IN THE VICINITY OF STRUCTURES ............................................ 106
9.31 CONTINGENCY PROCEDURES ........................................................................................ 107
9.32 EXTENDED ANCHORING OPERATIONS WORKING HOURS ............................................ 108
9.33 TRANSFERRING ANCHOR FOR RUNNING ...................................................................... 108
9.34 RUNNING ANCHOR ....................................................................................................... 109
9.35 DECKING OF ANCHOR ................................................................................................... 111
9.36 CASTING OF BUOY......................................................................................................... 111
9.37 SOFT MOORING TO JACKETS LEG.................................................................................. 112
9.38 PRE-TENSIONING OF ANCHOR WIRE ............................................................................ 113
9.39 ANCHOR RETRIEVAL PROCEDURE ................................................................................. 113
9.40 PERMANENT CHAIN CHASER (PCC) SYSTEM ................................................................. 115
9.41 SAFE WINCH OPERATIONS ............................................................................................ 119
10.0 BIBLIOGRAPHY .................................................................................................. 121
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APPENDIX 1: MARINE MANUAL OF PERMITTED OPERATIONS (MOPO) ......................... 122

APPENDIX 2: SAMPLE OF UNANNOUNCED / PRE HIRE VESSEL HSE INSPECTION ............. 124
APPENDIX 3: SAMPLE OF VESSEL QUARTERLY SELF ASSESSMENT ................................. 127
APPENDIX 4: SAMPLE OIM VESSEL VERIFICATION ......................................................... 137
APPENDIX 5: REQUIREMENT CREW ACCEPTENCE MATRIX ............................................. 139
APPENDIX 6: SAMPLE BUNKER PRE LOADING PLAN ....................................................... 140
APPENDIX 7: SAMPLE SAFETY CHECKLIST – BUNKERING ............................................... 141
APPENDIX 8: BEAUFORT SCALE ..................................................................................... 142
APPENDIX 9: IMPROVEMENT BASED ON INCIDENT LESSONS LEARNT INTO PTG SECTION143
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1.0 INTRODUCTION
This PETRONAS Technical Guideline (PTG) provides guidance on the safety requirements
necessary for all Offshore Marine activities conducted at PETRONAS and JV’s (with operational
control) facilities and installations. It should be used in conjunction with local procedures,
guidelines, regulations and statutory requirements. Where more stringent statutes or regulations
are applied, they shall take precedence over this PTG.
1.1 SCOPE
This PTG covers:
i. Common Offshore marine activities of personnel & goods transferring, fuel & freshwater
bunkering, towing, anchor handling, mooring for barges (e.g. Pipe Laying Barge, Derrick Barge,
Transportation Barge, Accommodation Barge).
ii. Role of Offshore support vessels in providing emergency support to any offshore facilities.
iii. Usage of Offshore support vessels in upstream and downstream activities.
Brief scope of this document.
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This PTG excludes for the following:

i. FPSO, FSO, FLNG, Mobile Offshore Drilling Unit (MODU), Mobile Offshore Production Unit
(MOPU) as there are covered under PTS 20.20.01 Safety Requirements for Mobile Offshore
Units.
ii. Conventional Shipping, such as tankers, covered under PTS 20.10.01 Oil, Chemical and Gas
Tanker Vetting Requirement.
1.2 SPECIFIC DEFINITION

1.2.1 General Definition of Terms & Abbreviations
No Term Definition
1 Anchor Handling Tug (AHT) It is specifically designed for anchor handling

operations and towing of rigs/barges and etc to
location and anchoring them up. It also has the
capability to function as a PSV / SSV / Milk Run
Vessel.
2 Anchor Handling Tug Supply (AHTS) AHTS is a combine AHT and supply vessel. It also has
the capability to function as a PSV / SSV / Milk Run
Vessel.
3 Certificate of Competency Certificates issued by the flag state authorities to
ship’s Master and crew to certify their positions on-
board and in accordance with the voyage limit of the
vessel. The certificates of competency shall meet the
requirements of IMO’s STCW (as amended) and shall
be recognized by the Marine Department, Ministry of
Transport, Malaysia. Or respective authorities/flag
state
4 Chief Engineer Responsible for the wellbeing of the operation of
vessel machinery and he/she is the most senior
personnel in the engine department on the vessel.
5 Contract Holder The department focal person, who charters or
engaged a vessel for PETRONAS business.
Is accountable in ensuring that the requirements of
PTS/PTG have complied, where applicable.
6 Discharge Book Documents showing the track record/shipboard
services of the crew on vessels they have worked on.
7 Domestic Voyages Vessel that plying within Malaysian waters as
determined by the Marine Department, Ministry of
Transport, Malaysia.
8 End-User The person or department which utilised and is the
activity owner in which the OSV supported and
engaged.
9 Fast Crew Boat (FCB) FCB is a high-speed vessel with passenger seating
capacity. The function of these vessels is to transport
personnel/supplies from the shore to offshore
facilities and also to transport personnel/supplies
between offshore facilities.
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No Term Definition
10 Fast Recue Craft (FRC) Semi rigid / rubber fast rescue craft/boat with
outboard engine.
11 Field Support Vessel (FSV) All types of Offshore Support Vehicles (OSV) which
provide services to PETRONAS and are assigned to
the platform or offshore facilities as standby
function. Barges, workboats and drilling rigs are
excluded.
12 General Purpose (GP) GP is small in nature compared to other vessels, with
a gross registered tonnage of less than 500 tons. It is
mainly used to transport minimal numbers of
personnel and materials during inter-field transfer
within offshore facilities.
13 GRT Gross Registered Tonnage represents the total
internal volume of a vessel, with some exemptions
for non-productive spaces such as crew quarters.
14 Landing Craft Tank (LCT) LCT is a flat-bottomed seagoing ship with lowerable
front ramp and is designed with a shallow draft. The
primary function for these vessels is the
transportation of goods and to supply offshore
facilities.
15 Logistics Supply base Generally is referred to as Logistics Management
business that oversees on the operation and
planning of Marine, Aviation, and Land
transportation and supply base.
16 Master The person in command of a vessel. The person who
is in charge of the vessel solely responsible for the
safety of the crew and the vessel at all times. While
onboard, he/she is the ship-owner representative
and accountable for safe manoeuvering and
operation of the vessel.
17 Near Coastal Voyages Vessel plying within limits of the countries as
determined by the Marine Department, Ministry of
Transport Malaysia.
18 Offshore Support Vessel (OSV) Any type of vessel (propelled or not propelled) that
may be used to support activities at offshore
facilities.
19 Oil Record Book This record is a valuable means of providing proof
that the ship has complied with the anti-pollution
regulations. It applies to all OSV of 400 GRT and
above.
20 Platform Supply Vessel PSV / SSV / Milk Run Vessel is a vessel specifically
(PSV)/Straight Supply Vessel designed to supply offshore platforms/facilities and
(SSV)/Milk Run Vessel accomplish a variety of tasks. The primary function
for most of these vessels is the transportation of
goods and personnel to and from offshore facilities
or other offshore structures.
21 Port Side Left-hand Side
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No Term Definition
22 Sign On Service Agreement between crew and Master of

the vessel. The date of which a crew sign on the
Articles of Agreement, his/her tour of duty on the
vessel commences.
23 Sign Off The date of which a crew sign off the Articles of
Agreement, his/her tour of duty on the vessel
ceased.
24 Starboard Side Right Hand Side
25 Survivor A person evacuated from a drilling unit, platform or
from another vessel on account of an emergency or
rescued from the water.
26 Zodiac A rubberized inflatable boat filled without board
motor.
Table 1: Specific Definition of Terms
1.2.2 Specific Abbreviations
No Abbreviation Description
1 AB Able Seaman
2 ABS American Bureau of Shipping
3 AHT Anchor Handling Tugs
4 AHT/S Anchor Handling Tugs / Supply
5 AHTS Anchor Handling Tug Supply Vessel
6 AHV Anchor Handling Vessel
7 BO Base Oil
8 BDR Bunker Delivery Receipt
9 BDT Bunker Delivery Ticket
10 BMS Barge Management System
11 CIMMV Charter Instructions to Master of Marine Vessel
12 COC Certificate of Competency
13 COLLREGS Collision Regulation - Refer to International Rules of
Prevention of Collision at Sea
14 COQ Certificate of Quality
15 CSR Company Site Representative
16 CV Curriculum Vitae
17 DGPS Differential Global Positioning System
18 DNV Det Norske Veritas
19 DP Dynamic Positioning
20 DPA Designated Person Ashore
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21 DPR Daily Progress Reports

22 DSC Digital Selective Calling
23 DSL Domestic Shipping License
24 DWT Deadweight Tonnage
25 EPIRB Emergency Positioning Indicating Radio Beacon
26 ERP Emergency Response Plan
27 FiFi External Fire Fighting Capability
28 FPSO Floating Production Storage and Offloading
29 FRC Fast Rescue Craft
30 FSO Floating Storage and Offloading
31 FSV Field Support Vessel
32 GM Metacentric Height
33 GMDSS Global Maritime Distress and Safety System
34 GRT Gross Registered Tonnage
35 HER Hazards and Effect Register
36 HF High Frequency
37 Hmax Maximum Wave Height
38 HRU Hydrostatic Release Unit
39 Hs Significant Wave Height
40 HSE Health, Safety and Environmental
41 HUET Helicopter underwater escape training
42 IMCA International Marine Contractor Association
43 IMDG International Maritime Dangerous Goods
44 IMO International Maritime Organisation
45 ISM International Safety Management
46 ISPS International Ship & Port Facility Security Code
47 JHA Job Hazard Analysis
48 KLCC Kuala Lumpur City Center
49 KP Kilometre Post
50 LOA Length Overall
51 LOP Letter of Protest
52 LSA Life-Saving Appliance
53 MARPOL Merchant Shipping (Prevention of Oil
Pollution)Regulations
54 Master Captain of the Vessel
55 METOCEAN Meteorological and Oceanographic
56 MGO Marine Gas Oil
57 MOB Man Overboard Board
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58 MOC Management of Change

59 MOPO Manual of Permitted Operation
60 MPI Material Particle Inspection
61 MSO Merchant Shipping Ordinance
62 Navtex Navigation Telex
63 NE Northeast
64 DOC Document of Compliance
65 NPM Notis Perkapalan Malaysia
66 NRT Net Registered Tonnage
67 OBM Oil-based mud
68 OIM Offshore Installation Manager
69 OPITO Offshore Petroleum Industry Training Organization
70 OSV Offshore Support vessel
71 OWS Oily Water Separator
72 PCSB PETRONAS Carigali Sdn Bhd
73 PIC Person in Charge
74 PMO Peninsular Malaysia Operation
75 POB Personnel on Board
76 PPE Personal Protective Equipment
77 PTS PETRONAS Technical Standards
78 PTW Permitted to Work
79 Rev. Revision
80 ROB Remaining on Board
81 ROV Remotely Operated Vehicle
82 SAR Search and Rescue
83 SART Search and Rescue Transponder
84 SBO Sabah Operation
85 SBV Standby Vessel
86 SCS South China Sea
87 SISO Specific Instructions for Simultaneous Operations
88 SMS Safety Management System
89 SOLAS Safety of Life at Sea
90 SOP Standard Operating Procedure
91 SOPEP Shipboard Oil Pollution Emergency Response Plan
92 SSB Single Side Band
93 SSO Ship Security Officer
94 STCW Standard Training Certificate for Watchkeepers
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95 SW Southwest
96 SWL Safe working load
97 TA Technical Authority
98 TBE Total Bid Evaluation
99 Tp The period associated with the peak in the wave
energy spectrum
100 Tz Average Period of the waves (zero-crossing periods)
within the measuring period
101 UKOOA United Kingdom Offshore Operators Association
102 UMS Unattended Machinery Space
103 VHF Very High Frequency
104 ZeTo Zero Tolerance
Table 2: Specific Abbreviations
1.3 SUMMARY OF CHANGES

Nil. This is new PTG.
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2.0 GENERAL INSTRUCTION TO MASTER OF MARINE VESSEL (CIMMV)

This section outlines the procedures, requirements, and activities necessary for safe, reliable and
efficient marine services for all Offshore Marine activities.
This document does not provide detailed instructions to operate a particular vessel as such
instructions are a ship operator’s / owner’s responsibility. It is intended to provide the master
with information expected in the industry by PETRONAS and JV’s.
However, in no circumstance that this document should:

i) override the authority of the master of a vessel who has the ultimate responsibility and
accountability for the vessel and her operation or
ii) intended to replace other requirements as needed for the vessel safe operation.
2.1 MARINE VESSEL’S SCOPE OF WORK

The OSV should be able to undertake any scope of work that stipulated in the contract within her
capacity and capabilities certified by the Authority having jurisdiction over her, as follows but not
limited to:
i. Transporting materials, equipment and personnel;

ii. Perform and support operations requirement i.e. production, exploration, drilling,
maintenance, diving, survey, etc. and any other works or duties when needed;
iii. Perform safety standby and security patrols duties including during emergencies;
iv. Provide accommodations for personnel including temporary shelter as and when required;
v. Provide emergency assistance in both minor and major emergencies for personnel at sea,
evacuation, rescue operations in the event of helicopter ditching either in approach or landing
or lift-off, man-overboard rescue, search and rescue (SAR), pollution control measures,
scouting and chaser, etc. or any other duties as directed;
vi. Provide ‘first-response’ treatment for rescued persons;
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2.2 PETRONAS MARINE BASES

Main Marine Control Centre & Supply Bases for PETRONAS, in Malaysian Operations are as
follows;
i. Central Logistics (CL) located at KLCC
ii. Peninsular West Logistics Command Centre (PWL) located at Kemaman Supply Base
iii. East Logistics Command Centre (ELCC) located at Labuan Supply Base
2.3 APPLICABLE LAWS, REGULATIONS AND PETRONAS REQUIREMENTS
2.3.1 COMPLIANCE TO SAFETY AND STATUTORY REGULATIONS

Master is responsible to ensure that the vessel complies to all safety regulations which include
but not limited to applicable regulation and laws, applicable international laws, conventions and
protocols and oil and gas safety practices. PETRONAS prohibits the consumption/possession of
alcohol and substance misuse at all PETRONAS work location and on-board all PETRONAS
chartered vessels. Any crew found guilty of either alcohol or drug abuse will be dealt with in
accordance with PETRONAS Guidelines, including reporting to the proper authority. Should the
vessel be detained as a result of this offence, any delays will be considered as “off-hire” and/or
lead to termination of the contract.
2.3.2 SAFETY INSPECTION

PETRONAS may carry out safety inspection and come on board at any time. Master to ensure that
the vessel is ready and meeting all PETRONAS safety requirements. Any findings or shortcomings
to be reported to PETRONAS as well as to the owners and advise them to take remedial action. A
significant failure in complying with the requirements should cause the vessel to be “off-hire” and
subject to termination of the contract.
2.3.3 SMUGGLING AND PILFERAGE

Should a vessel or any individual be detained on smuggling/pilferage charges, any consequences
of delay to be considered as “off-hire” and may lead to the termination of contract and dismissal
or blacklisted.
2.4 COMPLIANCE TO SAFETY PRACTICES

2.4.1 Shipowner and Master shall implement the International Safety Management (ISM) or equivalent
to PETRONAS HSE Management System (HSEMS) and Offshore Vessel Management Self-
Assessment (OVMSA) program regardless of vessel size.
2.4.2 Safety Signage

Master to ensure all relevant safety signages are prominently displayed, enforced, and properly
maintained.
2.4.3 Hull and Compartment Integrity Checks

Master to ensure a daily check on compartments and tanks including void spaces conducted to
ensure watertight integrity and to be recorded accordingly.
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2.4.4 Fishing Restriction

Fishing within 500 metres from offshore structures/ installation is strictly prohibited. Any person
caught in the act will be banned from PETRONAS areas or subjected to termination of the contract.
2.4.5 Housekeeping
Due attention should be given to housekeeping so that the vessel is maintained in a clean, tidy
and hygienic condition. This includes maintaining the cargo deck area is clear and clean for the
carriage of cargo.
2.4.6 Waste Disposal

All waste generated from the vessel or from offshore installation shall be stored in appropriate
receptacles such as drums, tanks or plastic bags. This receptacle shall be physically inspected and
properly labelled. The vessel should comply to MARPOL 73/78 regulation and to be discharged at
the approved facilities or base.
2.4.7 Discharge of Bilge to Sea

Discharge of bilge content, other than those in accordance with Annex 1 of MARPOL 1973/78, is
an offence under the law. It is the Master’s responsibility to dispose oily water in accordance with
Annex 1 of MARPOL 1973/78 and be recorded in the Oil Record Book.
2.4.8 Immobilization of vessel

The vessel should at all times be in the state of readiness while alongside other ship/barge or in
the proximity of the rig/platform. Should immobilization become unavoidable due to emergency
e.g. fire, flooding, etc., Master shall inform the respective person in charge at site.
2.5 CHARTS, NAVIGATIONS PUBLICATIONS AND INFORMATION
2.5.1 Documentation Required

Vessels shall be properly equipped with charts, tide tables, nautical publication, Notices to
Mariners, Charterer’s Instructions, ISM or HSE Manuals, procedures and all other navigation
document required for the vessel operation.
2.5.2 Navigational Warning and Nautical Chart Update

It is the responsibility of the Masters/owner to update all nautical publications and charts as
promulgated by the authority.
2.6 VHF AND SSB RADIO COMMUNICATIONS
2.6.1 Radio Watch

Master is responsible to ensure that the vessel is maintaining 24 hours’ radio watch. All
communication should be in accordance with internationally accepted communication practices.
Misuse of radio communication is not acceptable and may lead to termination.
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2.6.2 Radio Malfunction

Master is to inform the vessel owner and PETRONAS of any radio communication malfunction.
Immediate action should be taken to rectify the problem.
2.6.3 Radio Testing

The Master or the officer on duty should carry out radio test or checks and contact the rig or
platform at regular intervals daily.
2.6.4 VHF Restriction during Emergency

At times the VHF communication channel may be busy and unusable, the Master should consider
using the vessel’s whistle to attract attention by sounding three short blasts. On hearing the
signal, all other VHF usages should be suspended or stopped. The VHF radio communication can
only resume once the worksite all-clear signal has been given by PETRONAS personnel or
representative at the scene.
2.7 HSSE INSTRUCTION FOR MASTER AND CREW
2.7.1 Obligation to Render Assistance

Master and crew should carry out their duties and render assistance in emergency as required or
instructed by PETRONAS.
2.7.2 Compliance to Law

All HSE regulations required by local, International Maritime Legislation, Flag state and PETRONAS
shall be strictly adhered to.
2.7.3 Safety Priority

The safety of personnel, vessel and cargo is a priority. Master shall not compromise the safety of
personnel, vessel and cargo on the grounds of saving time or other commercial expediency.
2.7.4 Reinstatement of Damaged Equipment

Any part of the safety, fire-fighting or pollution control equipment that has been damaged shall
be repaired or replaced immediately.
2.7.5 Statement of Refusal to PETRONAS Instruction

In the event that the Master refuses to comply with any instruction given by PETRONAS, a written
statement shall be submitted to Logistics Supply Base detailing the basis of such refusal and
subsequently recorded in the vessel’s logbook.
2.7.6 HSE Meetings and Drills

The Master should ensure HSE meetings, fire drills, boat drills and Man Overboard drills are to be
held on-board as per ISM.
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2.7.7 Maintenance of Equipment

The Master to ensure that all equipment used in the performance of the scope of work with
PETRONAS shall be effectively maintained. All equipment requiring certification, where
appropriate, shall be valid.
2.7.8 Personal Protective Equipment (PPE)

The Master to ensure that all crew should have their personal protective clothing and quality of
the equipment should be accepted by industrial standards. These should include but not limited
to gloves, safety shoes/boots, safety glasses, ear protectors, overalls and where appropriate a
safety harness. These shall be worn on all relevant occasions as indicated by safety notices
instructions and general safety requirements.
2.8 INCIDENT AND ACCIDENT REPORTING
2.8.1 Vessel Incident Notification Flow (within 500m Zone) For Malaysia Domestic Operations
Figure 1. Incident Notification Flow (within 500m zone for Malaysia Domestic Operation)
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2.8.2 Vessel Incident Notification Flow (Outside 500m Zone) For Malaysia Domestic Operations
Figure 2. Incident Notification Flow (Outside 500m zone for Malaysia Domestic Operation)
2.9 EMERGENCY DRILLS

Master to ensure all relevant emergency drills are conducted as per ISM code Safety
Management System requirement. Record of drills should include pictorial evidence.
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2.10 REQUIREMENT FOR VESSEL IN PORT

2.10.1 Mooring and Gangway
Port or Marine Base operators should provide mooring gang to assist with all berth movements.
Vessel crew members and base personnel shall not jump between the vessel and quay to moor
or unmoor their vessel. Should there be a delay in the arrival of Linesmen, the Master should alert
the Marine Base Operator for the service. Care should be taken to ensure that moorings and
gangways are properly tended, at all times, particularly during the cargo operations. Linesmen
should assist with the development of the gangway. A safe means of access to be provided by
either the vessel or the Marine Base.
2.10.2 Berthing Confirmation

The Logistics Supply Bases /Port Authority should have the vessel’s port movements planned in
advance. Before arriving at the port, the Master should endeavour to confirm berthing
arrangements with the base operator/port authority as appropriate.
2.10.3 Refusal to Berth

The Master remains, at all times responsible for the safety of his vessel and crew. As such, he
retains the right to refuse the berth at any location whenever he feels that such action may place
the crew or vessel in danger.
2.10.4 Under Keel Clearance

It is the Master’s responsibility to ensure that there is sufficient under keel clearance at all times.
2.10.5 Port Watch

While in port, anchor or at berth, the vessel is to be manned by at least one senior Deck Officer
capable of manoeuvring the vessel (Master or Chief Officer) and one senior Engineer (Chief or
Second). In addition, sufficient crew should be retained on-board to cope with an emergency
situation.
2.10.6 Right to Remove Vessel at Berth

PETRONAS (Logistics Supply Base) reserves the right to instruct the vessel owner, master or its
agent of any vessel to be removed from the berth, based on any reasons which warrant such
action.
2.10.7 Jetty/Wharf Damage and Repairs

The Master and the owner will be responsible to make good any damage caused to the jetty or to
any PETRONAS assets due to any reasons whatsoever. PETRONAS may hold the vessel until
assurance has been given for the amount of damage caused or the amount paid.
2.10.8 Cargo Hose Operating Envelope

Master is to ensure that cargo hose connections are kept within its operating envelope. This is to
allow for changes in vessels freeboard and tide levels. The hose connections and all temporary
securing arrangements to be regularly checked to avoid any undue stress to them.
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2.10.9 Unauthorized Person

Unauthorized persons are not allowed to be on-board. The Master to ensure that measures are
in place so as to avoid any unauthorized boarding. Small craft or ‘sampan’ approaching the vessel
is to be monitored and instructed to move away.
2.10.10 Compliance to Local Authority Procedure

Master is responsible to ensure all Port’s and local authority procedures and documentation are
being adhered to. Any doubt arising from complying with these requirements should be referred
to the relevant authority or owner representative.
2.10.11 Port Clearance

Master shall ensure that valid Port Clearance readily available prior departure.
2.10.12 Vessel Log Book (to be included in Daily Reporting section)

Vessel log book to be maintained and made available for inspection at any time. These entries are
to be initialled/signed at the end of each day by the Master as being true and correct.
2.10.13 Monthly Submission of Documents

The logbook or any document that is issued by PETRONAS for completion by the vessel to be
legibly filled-in, signed and returned to PETRONAS upon returning to the Marine Base.
2.11 DEPARTURE PORT REPORTING
2.11.1 Port to Offshore Installation Voyage

Vessel proceeding from Port to offshore installation should provide the following information to
PETRONAS
i. ETA and location
ii. ETD and location
iii. Confirm bulk cargo discharge plan if applicable
2.11.2 Restraining of Cargo

Irrespective of weather and sea condition or short-run voyage, all cargo should be properly
secured and restrained from moving until the vessel arrived to offload. Regular check on the
securing arrangement to be made while the vessel is on passage.
2.12 SAFETY INSTRUCTION FOR VESSEL AT SEA
2.12.1 Selection of Routes

i. Master should use his best judgment in selecting the vessel’s voyage route. He also needs
to consider a provision of contingency plan whenever carrying out passage planning. Master
to take into account the safest and most economical routes for all the voyages assigned.
ii. Master is to ensure that the navigation of the vessel adhered to the ‘International
Regulations for the Prevention of Collisions at Sea’ at all times during the voyage.
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2.12.2 Economical Speed

Master is required to maintain an economical cruising speed unless otherwise instructed by
PETRONAS as per contractual requirement.
2.12.3 Deviation of Routes

i. PETRONAS chartered vessel should strictly adhere to their voyage programs. Any changes
of the route received after departure, to be entered in the vessel’s logbook indicating the
location, position, date and time of message received. It should also include the name and
designation of the person issuing the orders.
ii. Unauthorized deviations, except in emergencies are strictly prohibited. Vessel found
deviating from their route without proper authorization is considered a breach of contract.
2.13 REQUIREMENT FOR VESSEL AT OFFSHORE INSTALLATION.
2.13.1 Pre-arrival Offshore Installation Reporting

Master should contact the Offshore Installation once the vessel is within the VHF radio range.
Master to provide the following information for the purpose of the vessel’s identification until the
approval has been obtained.
i. Vessel Name
ii. Vessel instruction (Purpose of mobilization)
iii. Vessel intention (i.e. site approaching, cargo loading/unloading)
iv. ETA at 500m radius from the installation.
2.13.2 500m Restricted Zone

An offshore installation should include but not limited to the platform, an oil rig or working barge
at an oil field. Master to ensure prior permission and approval from the offshore installation is
required for any vessel to enter within this 500 m zone.
While on a voyage, the minimum distant to pass an offshore platform is 500 metres. In any event,
if the vessel requires passing or approaching the 500 metres zone, the master to observe the
following requirement.
i. To make contact with the offshore installation (rig, barge or platform) and request permission
to enter or passing through.
ii. To observe any navigational warning broadcasted by any of the floating vessels.
iii. To navigate away from any anchor marker buoys for the workboat/barge at anchor on 4 or 8
point moorings. Cautiously observe the anchor’s buoys that may be extending out for more
than 500 metres away from the barge.
iv. The Master is to seek advice including obtaining an anchor pattern from the person in
charge.
v. To avoid crossing of any anchor wire closer than 50 metres.
vi. Get advice on any activities such as diving and ROV activities within the area that could pose
a threat to navigation.
vii. Navigate with extreme caution.
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2.13.3 Approaching, working and exiting 500 m zone

i. Master to ensure that in the planning to approach the offshore installation, the following
safety precautions are to be considered.
a) Refer to Platform layout diagram and zoning diagram.
b) Identify restricted areas such as vent stack, riser, platform bridges and navigational
hazard.
c) Activities on the boat landing areas.
d) Any obstructions that may be protruding out from the installation that may pose danger
to the vessel.
ii. The vessel to confirm, by functional tests, the satisfactory operation of the followings:
a) All propulsion and manoeuvring control equipment,
b) Internal and external communications equipment,
c) Cargo handling equipment.
iii. Minimum criteria for consideration prior to entering the 500 m zone:
a) Checklist for Vessel
i. Weather conditions are suitable;
ii. All required propulsion, control and back-up systems are operational;
iii. Master and crew are sufficiently rested;
iv. Deck crew are briefed and correctly dressed;
v. Vessel’s program has been advised/agreed;
vi. Communications with the installation are working;
vii. Internal communications on the vessel are working;
viii. Bulk transfer procedures have been agreed;
ix. Full details of cargo discussed/agreed;
x. The notification has been given and received of any expected helicopter
movements.
b) Checklist on Installation
i. The required working zone alongside is clear of other vessels;
ii. All non-essential over side discharges in the working zone have been stopped;
iii. Standby Vessel has been briefed on the operation;
iv. Installation personnel are sufficiently rested;
v. Deck crew and crane operator are briefed;
vi. Weather limitations have been considered;
vii. Vessel’s program has been advised/agreed;
viii. Crane limitations have been advised to Master;
ix. Permission is given to offload during diving operations;
x. Bulk transfer procedures have been agreed;
xi. Full details of cargo discussed/agreed;
xii. Underwater/waterline obstructions which could cause a hazard to the vessel
notified.
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c) After completing the above, the vessel Master should formally request to enter the
installation’s 500 m zone. This request to be confirmed and the time entered into the
vessel’s logbook.
d) Any defect occurring after the checks to be immediately reported to the installation.
Continuity of operations should be subjected to agreement between the vessel Master
and installation OIM.
iv. Approach (500m to 200m approx.)

a) Approach and working at installations to be made in the same ‘mode of operations’ as
tested during the pre-entry process. Should ‘mode of operation’ or control station be
changed then the full range of system checks should be undertaken again to ensure that
systems are operating correctly.
b) A correct approach should have the vessel coming alongside obliquely. The vessel
should not approach head-on and:
i. To proceed at a safe speed as defined in COLREG rule 6.
ii. Vessel escape routes identified.
c) Position set-up
i. This is the process whereby the vessel master determine how adequately the vessel
is managing to hold position before starting the final approach. This should be done
far enough away so that, if something goes wrong, the vessel crew have enough
time to take corrective action.
ii. It can take some time to acquire a stable position and if applicable allow a DP model
to build up (up to 30mins).
iii. Position set-up to take place well away from the installation (to avoid collision with
the installation if equipment failure occurs during set up checks)
 1½ x vessel length for drift-off operations
 2½ x vessel length for drift-on operations
iv. During this time the vessel personnel are to satisfy themselves that:
 DP references and sensors are stable, if applicable.
 Vessel motion is within operational limits.
 Vessel machinery operation within limits i.e. power utilization not greater than
45%.
v. Final approach (200m approx. - working position) & alongside working

a) Once satisfactory set-up checks are complete and permission has been given by the
installation to proceed to the working location, the vessel should be manoeuvred
towards the installation in incremental steps.
b) All operations performed during final approach should be within Marine MOPO
permitted limits.
vi. Exiting 500m zone

a) Once operations are complete and the vessel is ready to depart from the 500m zone,
the following should occur:
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i.Confirm manifests / DG notes all on-board

ii.Hose(s) disconnected and clear, Deck secure (sea fastened) for transit
iii.Move to set-up position
iv. Depart safe zone in a controlled manner following recommended speeds as per the
entry process
v. Transfer controls once outside the safe zone
vi. Provide ETAs for the next location
Figure 3. Illustration for 500 m zone approach.
2.13.4 Working on Weather Side Risk Assessment
i. In most cases, it is preferable for all vessel to lie on the lee side of any installation during cargo
handling. However, this may not always be possible, for a variety of reasons.
ii. Where working on weather side is not possible, the Master is to set his own weather
limitations based on his own judgment, experience and through his knowledge on the vessel’s
handling characteristics. He should also make reference to Marine MOPO. This will involve a
risk assessment being carried out by the Master prior to any agreement to come alongside.
iii. Factors to be considered during such a risk assessment should include:
a) Experience of Master
b) The prevailing wind speed and direction.
c) The sea height and its effect on the vessel’s station-keeping.
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d) Anticipated tidal effect.

e) The forecasted weather, i.e. imminent changes in wind speed, direction and/or sea
height/direction.
f) The vessel’s power management configuration and the effect on station keeping in the
event of loss of one main propulsion unit.
g) Peak loads on generation capacity, required to maintain position.
h) Confidence in the propulsion, controls and reliability of power generation equipment.
i) Deck cargo layout and cargo to be discharged which may limit vessel to working beam on
to the weather.
j) Free surface effect of slack tanks.
k) Position and outreach of installation crane(s), hose lengths, platform illumination, etc.
l) The duration that the vessel is expected to remain alongside.
m) Hours worked previously by Master and crew without a break.
In the event of any conflict of requirements between vessel and installation, the final decision on
whether to position the vessel on the weather side rests with the vessel’s Master.
2.13.5 Mooring at Pennant Buoy

Prior to mooring the vessel at pennant buoys, the vessel should inform and obtain permission
from the person in charge.
2.13.6 Manoeuvring
There shall be at least one additional competent crew to assist the Master during the process of
manoeuvring to berth or un-berth, anchor handling or any other critical operation in which the
situation is deemed necessary.
2.13.7 Anchoring or Mooring Restriction at Offshore Installation

i. Vessels are to moor at the mooring buoy provided. Where mooring buoy is not provided,
anchoring near to installation and pipelines shall be avoided. All vessels are prohibited from
moor to an offshore installation without prior approval from OIM.
ii. Anchoring near offshore installations to be conducted with extreme caution. Master is to
get approval and consultation from OIM/CSR/MC before dropping any anchor at the
offshore location
iii. Any vessel approaching an unmanned platform whereby another barge/rig is already
alongside should get an approval from the Barge/Rig Person in Charge.
iv. Diving vessels and other marine Craft involved in diving operations, displaying the
international code flag “ALPHA” shall be approached, unless radio contact is established
and permission to enter is given.
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2.13.8 Berthing operations to barge

i. Berthing operation to barge should be on the leeward side.
ii. The barge is well fended (both sides).
iii. Chief Engineer/Duty Engineer to standby at engine/bow thruster control room at all times
during berthing operation, and to act quickly in case the main engine or bow thruster
malfunctioned.
iv. While approaching the barge, Boat Master to be assisted by personnel station at forward,
amidship and aft of the vessel to monitor and advise master on the distance between vessel
and barge.
v. Master should not proceed with the operations if he is of the view that the weather does
not permit.
vi. Adequate lighting to be provided if night berthing is required.
vii. Barge master to also monitor berthing operation and communicate with boat master
constantly.
viii. Do not attempt to alongside during restricted visibility.
ix. Deck cargo to be properly secured to avoid cargo from shifting that may affect berthing
operation.
x. Do not hesitate to apply STOP WORK policy as shown if the master is of the view that such
operation may endanger the crew and vessel safety.
2.14 FIRE FIGHTING AT OFFSHORE INSTALLATION
2.14.1 General Instructions

In the event of fire on-board platform or installation, the vessel to take necessary action instructed
by Offshore Installation Manager or On-Scene Commander. Master to conduct weekly test and
inspection on all related firefighting equipment on board.
2.15 DAILY REPORTING
2.15.1 Passage Progress Reporting

The Single Side Band Radio or e-mail should be used whenever the vessel is outside of the Very
High Frequency(VHF) radio range.
2.15.2 Daily ROB Reporting

Master is to report Remaining On Board (ROB) information to Marine Base by using email or any
other medium stipulated in contract on a daily basis. The report should include the information
listed below:
i. Diesel fuel
ii. Potable water
iii. Drill water
iv. Barites
v. Bentonite
vi. Cement
vii. Oil/water-based mud
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viii. Any other material
2.16 CARGO HANDLING AT INSTALLATION
2.16.1 Proper Communication

Master is to ensure that the vessel established a proper communication before cargo handling
starts. The following considerations should be taken.
i. Master to obtain specific instruction from the platform/rig/barge for the discharge of their
cargoes or to collect backload from the platform.
ii. Any problem related to the quantity and destination of the cargo to be directed to the
Logistics Supply base duty personnel.
iii. Any issues or dispute that cannot be resolved on-site to be directed to the Logistics Supply
Base. Master is reminded that PETRONAS radio operator is only to relay the message and
they do not have the authority to make a decision.
2.16.2 Action for Inability to Load/Unload

Any vessels on arriving at any offshore platform and not able to load/unload the cargo to the
platform shall inform Logistics Supply base and obtain further instruction. Master should record
the reason and detail situation causing the inability to load/unload in the vessel’s logbook.
2.17 HOT WORK RESTRICTION

Maintenance or repairs involving welding, burning, used of abrasive tools, chipping and scraping,
are not allowed when the vessel is alongside at the rig, barge or platform. Similarly, the above
repairs are also not allowed when alongside at the wharf/jetty or other ship during fuel and
explosive transfer.
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2.18 CARGO OPERATION
2.18.1 Continuous Supervision and Monitoring

The Master or his appointed Officer should at all times monitor and supervise cargo operations
on-board.
2.18.2 Lightings
During hours of darkness, sufficient lighting should be provided at the access ways and at all work
locations to ensure the operation can be carried out safely
2.18.3 Adverse Weather Conditions

Master to ensure the safety of his crew/workers on deck/open area during adverse weather
conditions.
2.18.4 Bulk Cargo/Bunkering Activities

When loading bulk cargoes, the vessel Master or his officer should ensure that: -
i. Fuel bunkering
The correct quantities of cargo are loaded, by witnessing the shore meter readings before
and after loading. These readings should be recorded on the Delivery Receipt as a
reference in case of any dispute. As for the fuel oil, shore figures are to be compared
against the vessel’s flow meter readings or tank soundings. Any discrepancy in the
quantities of cargo delivered to be reported immediately to Logistics Supply base
ii. Cargo Contamination and Sampling
Cargo contamination to be avoided. The loading operation to be suspended once
contamination is suspected for all the cargoes. For the loading of fuel oil, water dips are
to be taken after completion of loading. In the case contamination is suspected, the vessel
is to take the samples and inform Logistics Supply Base Person in charge.
iii. Special Attention for Oil Base Mud and Base Oil
Master is reminded to give special attention to possible contamination for the loading
and the carriage of Oil Base Mud and Base Oil. Dangerous Goods and Classification
2.18.5 IMDG Code Compliance

Vessel Masters to follow the IMDG code guidelines and the procedures for carrying dangerous
goods. He should ensure that the IMDG code’s guidelines and procedures are available on-board.
2.19 CARRIAGE OF EXPLOSIVE
2.19.1 Notification
PETRONAS to notify the Master on the schedule and time for when the vessel is required to load
explosives.
2.19.2 Merchant Shipping Ordinance Requirements

PETRONAS and the vessel’s Master to adhere strictly to the Rules as stated in “The Merchant
Shipping (Explosives) Rules 1961” as contained in “The Merchant Shipping Ordinance 1952” and
“The Merchant Shipping Ordinance 1960” (Applicable for Sabah and Sarawak).
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2.20 CARRIAGE OF OIL BASE MUD (OBM) AND BASE OIL (BO)
2.20.1 Tank Inspection

i. Prior to loading of OBM/BO at Logistics Supply base, the Marine Base Supervisor together
with the vessel’s tank inspector should conduct tank inspection to agree on its suitability and
cleanliness. Tank Inspector should be a person, approved by Logistics Supply base
ii. Similarly, for backload, the rig’s Mud Technician or Engineer should inspect the tanks with
the vessel’s Officer.
a) If any of the inspection party consider the tanks are unfit to store OBM/BO, the Master
to inform Logistics Supply base person in charge immediately.
b) If all parties are in concurrence that the tanks are fit, then all parties are to sign the Tank
Fitness Certificate.
2.20.2 Tank Suitability

The Master is responsible to provide clean and suitable tanks, including the piping system for
OBM/BO loading. The Master/Shipowner is responsible for any subsequent contamination of the
cargo once it is accepted on-board. This applies to backloads as well.
2.20.3 Tank Readiness

The vessel Master upon notification to load should ensure the readiness of OBM/BO tanks which
includes the piping system, all lines associated with piping and tanks are drained and tanks are
cleaned and dried.
2.20.4 Dedicated Hose

Only dedicated hoses are to be used for OBM/BO transfer.
2.20.5 Crossover Valve for Segregation

Crossover valves which separate the OBM/BO tanks from other tanks should be fully effective. A
minimum of two valves should be available to segregate the OBM/BO piping system from other
piping or otherwise, the unused line should be blank-off.
2.20.6 Cargo Contamination
i. For OBM/BO loaded or back loaded, the Master is to obtain a sample from the vessel’s tanks
and deliver to PETRONAS person in charge for retention. The supplier or rig should collect
their own sample.
ii. The Master to stop the operation if any contamination is detected during loading or
discharging. A joint investigation to be carried out between the Supplier and the vessel
responsible officer to establish the cause. Master to inform the findings to PETRONAS person
in charge.
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2.20.7 Cargo Circulation

i. Weighted mud (OBM with Barites) requires a constant twenty-four (24) hours
circulation/agitation to prevent the Barites from settling.
ii. Unweighted Mud (OBM without Barites) requires circulation to prevent separation of oil and
water into different phases. Four (4) hours of is recommended for every eight (8) hours: and
at least two hours circulation before discharge.
iii. Base Oil does not require any circulation but is highly sensitive to water contamination.
2.21 FREEZER OR CHILLER CONTAINERS
2.21.1 Plug and Extension Cables

Master is responsible to check the integrity of the reefer point and electrical extension cables
before plugging and verify that the unit is operating.
2.21.2 Inspection
The freezer or chiller containers, during transit, are to be inspected at least twice a day and the
temperature to be recorded in the vessel’s daily log.
2.21.3 Reporting Defects

Defects on the freezer or chiller containers are to be reported immediately to PETRONAS person
in charge.
2.21.4 Container Seal

Freezer or chiller Containers are to be delivered to the intended location with the seal intact.
Containers are not to be opened on the deck of the vessel.
2.21.5 Container Sling

The permanent slings on the containers provided by the catering contractor are not to be
removed by the vessel crew.
2.22 CARRIAGE OF PASSENGERS
2.22.1 Approval for Carrying Passengers

The vessel should not take any passengers and place on-board without Logistics Supply base
approval.
2.22.2 Accommodation and Meals

Logistics Supply base may instruct any vessel to take passengers and accommodate them on-
board. In this case, the master should provide suitable accommodation and meal to the standard
of that normally provided to the vessel’s crew members. All expenses are reimbursable as per
contract rates.
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2.22.3 Additional Passenger

On receipt of a request for a vessel to carry persons in addition to the crew, the Master should
ensure that he receives all relevant documentation together with permission from the marine
base or vessel owner to carry such persons. The number of additional persons (deemed as
passengers) should be limited to the approved carrying capacity and sufficient lifesaving
appliances should be carried for all persons on board.
2.22.4 Safety Briefing

The Master is responsible to ensure that all passengers receive a safety briefing on joining the
vessel or as soon as practicable thereafter. As a minimum such briefing should include but not be
limited to the following: -
i. Emergency alarms and actions to be taken on hearing alarms.

ii. Position of muster station.
iii. Position and use of lifejackets and survival suits.
iv. Abandon ship routine.
v. Vessel Familiarization tour.
vi. Specific vessel working practices.
vii. General Safety Policy.
viii. Swing rope
ix. Personnel Transfer basket.
x. Gangway transfer
2.22.5 Passenger’s Safety

i. Floatation Device
Masters of the vessel is responsible to ensure that all passengers embarking or disembarking
are wearing lifejackets or floatation devices. In the absence of such a device, he should refuse
a passenger for not wearing a floatation device from boarding the vessel.
ii. Transfer of Passenger

Master to facilitate the safe transfer of passengers by positioning the vessel at the boat
landing area. Sufficient crew to be placed at the embarkation area to assist the safe transfer
of personnel.
iii. Swing Rope

A knotted swing rope is to assist personnel transfer from boat to the platform however, its
usage to be limited to fine weather.
a) When the sea state does not exceed 1.5 metres.
b) Vessels crew to be available on deck for assisting in the transfer operations.
c) To ensure that the landing area is clear from any obstruction.
d) Person to use the swing rope should see the movement pattern of the vessel and use
them once they are comfortable in doing so.
e) Does not use swing rope if there is any seen defect on the rope or its attachment.
f) Avoid carrying any luggage while using the swing rope.
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g) Use swing rope once the other person has safely transferred on the boat landing and
away from the point of the landing area.
2.22.6 Precaution and Limitation of Personnel Transfer Basket

i. When the sea state does not exceed 1.5 metres. Please refer to the Marine Manual of
Permitted Operations (MOPO) – Appendix 1
ii. When the platform or barge supervisor deems it is necessary for safety reasons.
iii. The deck of the vessel should be clear to ensure sufficient room for landing the basket.
iv. Vessels crew should be available on deck for assisting in the transfer operations.
v. The maximum number of persons on the basket should not exceed the manufacturer’s
recommendations.
vi. The standard practice is to stand on the outer rim of the basket facing inward.
vii. A limited amount of tools and or luggage is permitted in the basket when personnel are being
transferred.
viii. A person to avoid jumping from the Personnel Transfer Basket onto the vessel’s deck before
it reaches and settles on it. At sea, the master is responsible to ensure all his passengers
remain inside the vessel’s accommodation.
2.22.7 Gangway crossing

i. A gangway watchman to be stationed at the gangway portable stack to monitor the situation
of the gangway.
ii. Monitor barge anchor wire tension. If the wire is to slack or slip away, the wire needs to be
tensioned back to avoid barge and gangway movement.
iii. The crossing to be carried out one person at a time.
iv. Do not hesitate to apply STOP WORK policy in case required.
v. Conduct the MPI test after bad weather to ensure that gangway is still intact.
vi. Weather limitation to be observed as per Marine MOPO for each gangway crossing.
2.22.8 Navigation Bridge Restriction

Master to ensure that the vessel navigation bridge is strictly for authorized personnel only.
Passengers or any other person not be allowed to interfere with the vessel’s navigation and its
operation.
2.23 LIFTING/SLINGING OPERATIONS
2.23.1 Safe Working Load

Prior to lifting operation, the Master to ensure that the load to be lifted is within the crane safe
working load (SWL) rating.
2.23.2 Colour Coding

All slings shall be inspected, verified for use and the validity period is determined by the colour
coding.
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2.23.3 Special Precaution

i. Personnel shall never stand, walk or work under suspended loads.
ii. No lifting should be carried out if vessel/barge encounter rolling of more than 10 degrees
to port/starboard or vice versa.
ii. Crane limit switch to be checked prior to lifting operation.
iii. No lifting operation should be carried out during restricted visibility.
iv. Do not stand between the containers to hook the sling to the crane hook.
v. Adequate length of the tagline to be provided to guide the cargo being lifted.
vii. Loose items are not allowed to be lifted. It has to be bundled or stored in a cargo basket.
viii. Do not hesitate to apply for STOP WORK in case required.
2.23.4 Communication Instructions for Lifting and Slinging

i. Establishing Communication
Prior to cargo handling, Master to establish proper communication between the vessel and
offshore installation via portable VHF radio (walkie-talkie). Offshore Installation signalman
and crane operator to be equipped with a walkie-talkie so that effective communication can
be maintained throughout the operation.
ii. Dedicated Signalman

Signalman should wear a high visibility identification vest. Crane operator to observe the
standard hand signals given by the signalman.
iii. Manned Wheelhouse

The wheelhouse to be manned at all times during the lifting operation. Information such as
quantity, nature of the cargoes and any slinging to be relayed to the platform/barge/rig.
iv. Language and Line of Communication

Line of communication and language to be used should be agreed between the Master and
the party concerned. Idle chatter and abusive language are strictly prohibited.
v. Acknowledgement or Affirmative
All instructions and messages transmitted over the radio are to be acknowledged and
confirmed by repeating. To prevent misunderstanding, words with difficult pronunciation
are to be spelt-out using the phonetic guidelines as in the International Code of Signals.
vi. Alternative Frequency

In the case of radio interference or congestion, the vessel and platform/barge/rig should
select another radio frequency for cargo operations.
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3.0 INSPECTION OF OFFSHORE SUPPORT VESSEL (OSV)

3.1 INTRODUCTION
This section is to guide the inspector, OIM and Master of the vessel, to carry out inspection and
maintain the minimum standard required by PETRONAS, by identifying the substandard condition
of the vessel, competency of the personnel, its equipment and work system. It helps to identify
certain safeguard can be taken to eliminate or mitigate potential risk.
Certain limitation, substandard items, non-conformances may be visible during the inspection and
the master/contract holder should take proactive or preventive measures to manage the issues
to prevent the unfortunate incident. Non-conformance will lead to exposure of risk and danger
to human life, damage to property, environment and reputation.
This section should be used for the purpose of conducting the following inspections:
i. Pre-Hire Inspection
ii. Offshore Installation Manager / Company Site Representative Inspections
iii. Quarterly Self Inspection by Vessel Master
iv. For inspections in the above items, the following should use this guideline and checklist
provided in Appendix 2.
3.2 OBJECTIVE
This section is written to:
i. Identify any shortcomings of the operational requirements of the vessel.
ii. Assist or guide the Master in identifying high-risk areas.
iii. Improve the operation of the vessel by providing an accurate assessment for the safety and
operational suitability.
Any findings can be identified within the vessel’s documentation, tools, equipment, work method
and other related areas of concern. The inspection guideline is a supervisory procedure and a
checklist is provided to assist in identifying any non-conformance including substandard
conditions. The guideline is not intended to override any other requirements subjected by
Maritime Law and regulations by local port authority (in respective countries). This guideline
intended for Malaysia water operations.
3.3 SCOPE
This section is designed for the use of PETRONAS both Domestic and International operations.
This is to ensure any chartered vessel working for and on behalf of PETRONAS offshore facilities
or platforms are responsible for their own-HSE, contractual requirement and the smooth
operation of the vessel.
This requirement should cover for vessel hired/chartered by PETRONAS. For vessel
hired/chartered by PETRONAS contractor, they should also adopt the same practices.
Contract Holder should enforce this requirement on long and medium-term chartered vessels.
The short term charter which is serving the PETRONAS for less than 3 months may not be required
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to conduct the quarterly self-inspection other than pre-hire inspection which will be done at least
once prior to the contract period.
3.4 PRE HIRE HSE INSPECTION
3.4.1 Application
i. All OSV intended to be utilized are to be inspected before hiring.
ii. The inspection should be jointly conducted by Marine HSE, Logistics Supply base and End
User.
iii. Pre Hire Inspection comprises of risk assessment and assurance processes for “fit for
purpose” that may include but not limited to:
a) Validity/status of Crew OSP, OVID and Tour of Duty
b) Crew Qualification and experiences.
c) Life-Saving Equipment and Fire Fighting Appliances status and readiness
d) Navigation Safety
e) Machinery condition and status
f) General Condition of vessel
g) AAE status
iv. Briefing of PETRONAS Marine Guidelines is to be conducted at the time of inspection.
v. Closure of observation is to be monitored by attending contract holder representative.
vi. Inspection report sample as per Appendix 1.
vii. On completion of the inspection, the inspector is to provide a list of the inspection
findings in the form of written observations or discuss the inspection findings with the
Master or the Master's authorized deputy before leaving the vessel.
viii. The inspector should consider requesting that equipment be run and tested to confirm
that it is in operational order and that officers and crew are familiar with its operation,
but should ensure that such requests do not cause delay or interfere with the safety and
normal operation of the vessel.
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3.4.2 Typical business process flow for Malaysia Domestic Operations
3.4.3 Inspection Record

All record should be retained until expiry of the contract.
3.5 QUARTERLY SELF ASSESSMENT VESSEL INSPECTION PROCESS
3.5.1 Inspection process

i. The inspection should be carried out quarterly.
ii. Inspection to be carried during daylight.
iii. Overall responsibility of the inspection lies with the Vessel Operator.
iv. The responsibility of navigation/engine room watchkeeping should not be neglected during
the inspection.
v. Verify previous findings prior to inspection.
vi. Carry out inspection as per checklist. Refer to Appendix 3.
vii. Complete the checklist.
3.5.2 Inspection finding

i. Findings to be highlighted in the remarks column.
ii. Identify finding that can be closed by vessel or requires shore support.
iii. Action item requires onshore maintenance and/or dry docking which cannot be closed to
be carried forward to the next inspection checklist.
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iv. All previous finding items to be reviewed and update the status accordingly.
3.5.3 Inspection Close Out

i. Status of the previous finding to be included and updated in the next inspection checklist.
ii. Contract Holders to work with the contractors to close out the findings.
iii. Recommendation to rectify the findings to be included in the checklist.
3.6 OFFSHORE INSTALLATION MANAGER/COMPANY SITE REPRESENTATIVE INSPECTION
3.6.1 Inspection Process

i. The inspection should be carried out at least once during her service at the field or
whenever deemed necessary.
ii. Inspection to be carried during daylight.
iii. The responsibility of navigation/engine room watchkeeping should not be neglected
during the inspection.
iv. Verify previous findings prior to inspection.
v. Carry out inspection as per checklist. Refer to Appendix 4.
vi. Complete the checklist.
3.6.2 Inspection finding

i. Highlight findings in the remarks column.
ii. All previous finding items to be reviewed and update the status accordingly.
3.6.3 Inspection closeout

i. Contract Holders to work with the contractors to close out the findings.
ii. Recommendation to rectify the findings to be included in the checklist.
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4.0 PHILOSOPHY FOR THE PROVISION OF FIELD SUPPORT VESSELS

This section is to establish a mechanism to ensure timeliness and readiness to respond to an
emergency. It covers and includes requirement from marine industry regulations, the legislation
of Malaysia and other sources of reference.
4.1 SCOPE
This requirement is applicable to all OSV’s chartered by PETRONAS as a Field Support Vessel (FSV).
International operations should adopt this requirement giving special considerations on specific
local legislation in addition to international convention/protocol ratified by the country.
The objective of this document defines as follows:
i. The requirement for Field Support Vessel (FSV) to be available at all offshore manned,
unmanned platform and facilities; -
ii. Roles and Responsibilities of FSV as Field Support Vessel (FSV); and
iii. Required minimum vessel technical specifications.
4.2 ROLES AND RESPONSIBILITY

In addition to FSV normal duties, the roles and responsibilities of FSV include but not limited to:
i. Search and rescue (not limited to PETRONAS facilities);

ii. Standby during helicopter crews change operations and assists in searched and rescue
during helicopter ditching;
iii. Provide temporary shelter for personnel during the abandonment of offshore
platform/facilities;
iv. Serve as a reserve radio station;
v. Provide radar watch and to warn off/chase external marine vessel approaching the safety
zone;
vi. Provide ‘first-aid’ treatment for rescued persons;
vii. Assist in performing oil spill pollution control operations;
viii. Provide inter-platform/facilities/rig personnel, equipment and material
transport within certification limits; and
ix. Provide support in offshore crude oil loading/ discharging where applicable including
assisting as static tow.
x. Assist in firefighting operations for vessel fitted with external FiFi capabilities only.
4.3 REQUIREMENT FOR FSV AT MANNED PLATFORM / FACILITIES
FSV should be present within the vicinity of manned offshore platform/facilities and to comply
with the requirement of response time as stated under section 4.5 of this document.
FSV to be available to provide the emergency support to any offshore platform/facilities.
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FSV may not leave its station without the permission of the respective OIM/CSR. The time of
taking over and being relieved of stand-by duty should be noted in the official logbook and the
vessels last appointed as stand-by should remain in that capacity until officially relieved of the
duty.
At unmanned platform/facilities, the requirement for standby FSV is when there are people
working on platform/facilities.
4.4 READINESS OF FSV ASSIGNED TO PLATFORM / FACILITIES

All equipment to be maintained in good working condition.
FSV on duty should have adequate clear deck space for any foreseeable emergency and to cope
with the duties as laid down. Adequate clear deck space would normally mean that not more than
one-third of the deck space is taken up with cargo or material and that there is access for the full
length of the deck. Both port and starboard rescue zones shall be kept clear.
The vessel’s crew to be fully conversant in all aspects of the roles and responsibilities of FSV as
stated in section 4.2 of this document.
It is the Master's duty to hold regular drills and exercises to ensure that the crews are fully
prepared to render assistance in a competent and efficient manner by participating in planned
offshore platform/facilities drills in addition to relevant regulatory requirement.
Training to be conducted onboard or ashore with the crews to ensure that they are familiar with
any special equipment that is supplied for use in working condition.
There should be a continuous communications link on a dedicated channel between the FSV and
the control/operations room on the platform/facilities. The FSV bridge should be manned 24
hours a day.
4.5 MAXIMUM RESPONSE TIME

FSV that functions for rescue and recovery purposes in the event of an emergency, should be able
to respond within appropriate time measured based on risk assessment from the moment the
standby vessel has acknowledged a request for emergency assistance until its arrival on the scene
of the emergency. The FSV may serve for a dedicated field or sharing with other facilities.
4.6 MEDICAL EQUIPMENT
Medical equipment and supply list to be certified by medical equipment supplier/chemist. In

addition, the following equipment to be provided:
i. One oxygen resuscitation apparatus with an adequate supply of spare oxygen cylinder;
ii. 2 pieces - Manual suction catheter;
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iii. 4 pieces - Airways – adult, transparent, anatomical profile with insert;

iv. 2 units Stretchers, suitable for transporting patients from vessel to vessel or helicopter;
v. 6 sets air type splints;
vi. 4 sets of 25 men - First Aid Kit;
vii. Sufficient blankets with regards to potential rescued personnel and climate.
Equipment and supplies to be inventoried, checked and refurbished after used.
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5.0 GUIDELINE FOR WORKING DURING MARGINAL WEATHER
5.1 OBJECTIVE
The objective of this section is to identify the limiting criteria, balance safety and operational
requirements while determining the safest way forward at marginal weather.
5.2 WEATHER TERMINOLOGY

5.2.1 Wind
The wind is generated as a result of atmospheric pressure differences. Wind flow from a high
pressure (usually associated with low temperature) to a low-pressure area (higher temperature
area). The larger the pressure difference, the faster the wind blows.
Wind speed is the average speed of the wind over a 10-minute period at a height of 10 metres
above the surface. As a guide, double the wind speed in knots to convert to kilometres per hour;
for example, 20 knots is approximately 40 km/h.
Gusts are increases in wind speed lasting for just a few seconds. The speeds are typically 30 to 40
per cent higher than the average wind speed, but stronger gusts are likely in the vicinity of
showers, thunderstorms and frontal systems.
A squall is an abrupt and large increase in wind speed that usually only lasts for minutes then
diminishes rather suddenly.
Figure 4: Sample of Wind Flow Pattern In Northern hemisphere

5.2.2 Waves
Sea (or wind) waves are generated by the local prevailing wind and vary in size according to the
length of time a particular wind has been blowing, the fetch (the distance the wind has blown
over the sea) and the water depth.
Swell waves are the regular longer period waves generated by distant weather systems.
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Figure 5: Wave terminology

5.2.3 Current
An ocean current is a seasonal directed movement of seawater generated by forces acting upon
this mean flow, such as breaking waves, wind, temperature and salinity differences, while tides
are caused by the gravitational pull of the Sun and Moon.
Wind-driven current hence is termed residual currents. Some other non-cyclic factors for current
include turbidity and landslide. They are intense in velocity and are not predictable but can be
monitored if the suspected potential area is known.
5.2.4 Current Speed
Current speed is measured based on the time average. For the operational purpose, the time base
for ocean current data is 10-minute average up to 1-hour average.
5.2.5 Tropical storms (TS)
Below are the statistics of tropical storms generated by North West (NW) Pacific Ocean over a
nominal one-year period. However, it is difficult to predict the correct number of tropical storms
activity that would happen in the year.
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NE Pacific &
Beaufort N Atlantic NW Pacific NW Pacific N Indian Ocean SW Indian Ocean Australia & S Pacific
10-minute sustained winds
scale UN (NHC) / US US (JTWC) Japan (JMA) India (IMD) France (MF) Aust (BOM) / Fiji (FMS)
(CPHC)
Zone of Disturbed
0–7 <28 knots (32 mph; 52 km/h) Depression
Weather
Tropical Depression Tropical Depression Tropical Disturbance
28–29 knots (32–33 mph; 52–
7 Tropical Depression Tropical Disturbance Tropical Depression
54 km/h)
Deep Depression Tropical Low
30–33 knots (35–38 mph; 56–
8 Tropical Depression
61 km/h)
34–47 knots (39–54 mph; 63– Moderate Tropical Category 1
9–10 Tropical Storm Tropical Storm Tropical Storm Cyclonic Storm
87 km/h) Storm tropical cyclone
48–55 knots (55–63 mph; 89–
11
102 km/h) Category 2
Severe Tropical Storm Severe Cyclonic Storm Severe Tropical Storm
56–63 knots (64–72 mph; tropical cyclone
104–117 km/h)
Category 1 hurricane
64–72 knots (74–83 mph;
119–133 km/h)
73–83 knots (84–96 mph; Very Severe Category 3 severe
Category 2 hurricane Tropical Cyclone
135–154 km/h) Cyclonic Storm tropical cyclone
84–85 knots (97–98 mph;
Typhoon
156–157 km/h) Category 3 major
86–98 knots (99–113 mph; hurricane
12+
159–181 km/h) Category 4 severe
Typhoon
99–107 knots (114–123 mph; Extremely Severe Intense Tropical tropical cyclone
183–198 km/h) Cyclonic Storm Cyclone
108–113 knots (124–130 mph; Category 4 major
200–209 km/h) hurricane
114–119 knots (131–137 mph; Category 5 severe
211–220 km/h) Very Intense Tropical tropical cyclone
Super Typhoon Super Cyclonic Storm
>120 knots (140 mph; Category 5 major Cyclone
220 km/h) hurricane
Table 3: Shows different terminology of the storm based on area
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5.3 SQUALL
Squall is a line of a thunderstorm that can span hundreds of kilometres. It forms from the merging
of small groups of thunderstorms into a long line of thunderstorms. However, unlike
thunderstorms, squalls are longer lived.
Squall causes a sudden increase in wind speed in the magnitude of greater than 16 knots and gust
that can last for one minute. In Malaysian waters, squalls can be destructive as the peak can go
up to 60 knots. Another special feature of a squall is the sudden change in wind direction. The
squall is usually oriented perpendicular to the main wind flow.
Squall is difficult to predict as it usually takes 4 to 6 hours to form, which is roughly a similar time
frame to forecast.
5.4 GUIDANCE TABLES FOR VESSELS

The following tables list out all vessels related. The precautions are to be acted on whenever the
trigger conditions occur offshore, based on whichever trigger points are reached first. Limitations
based on the trigger points are applicable to both the vessel and the equipment on board. Work
does not necessarily have to stop when trigger points are reached. However, precautionary steps
should be taken at this time. Stop Work Policy to be exercised as and when the vessel Master
deems necessary.
Recommendation for working beyond the trigger condition requires additional consideration and
approval from management to proceed as some of the solutions will incur additional cost and
additional HSE requirement such as Permit to Work, Job Hazard Assessment and other relevant
HSE mitigations.
These trigger tables are developed by the project team together with the shipowners
representatives during a workshop and does not overwrite the Marine Manual of Permitted
Operations (Marine MOPO) or more stringent site specific MOPO. Please refer to Appendix 1 for
Marine MOPO.
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5.4.1 Seismic Acquisition Vessels
Seismic acquisition is a data-dependent operation where the vessel is towing multi-streamers and
acoustic sources. The typical capability of a seismic acquisition vessel runs at a surface current of
4 knots on average. Even though adverse weather may not be the main trigger to halt work on a
seismic acquisition vessel, it is important that the safety of crew members is not compromised.
Trigger Precaution HSE/Operationally:

1 Wind
< 25 Knots/13m/s 1. Check quality of survey lines.
2. Check seismic data quality. If exceed acceptable tolerance, stop acquisition.
3. Check on wind speed and direction frequently.
4. Stop, secure equipment and seek shelter at 25 knots.
2 Significant Wave
Height (Hs) 1. Check data quality. If exceed acceptable tolerance, stop the acquisition.
<2.5 m 2. No crew change via boat transfer.
3. Lifting precaution during streamer and gun source retrieval.
3 Surface Current
1. Check data quality. If bad, stop.
<2 knots
2. Check on the current direction that will influence the feathering angle
allowance of the seismic streamer cables.
4 Roll, pitch & heave No crew change via helicopter.

(helicopter purposes)
Conditions Limits for Landing(Day) Limits for
Landing(Night)
Pitch and Roll +- 3 deg +- 2 deg

Average heave Rate 1.0 m/s 0.5 m/s
Table 4: Trigger Table for Seismic Acquisition Vessels
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5.4.2 Site survey vessels

1 Wind 1. Check the quality of survey lines are not compromised.
< 25 knots 2. Check data quality. If quality exceeds acceptable tolerance, stop surveying.
3. Check on wind direction and speed frequently.
4. Stop surveying, secure equipment and take shelter.
2 Significant Wave
Height (Hs) 1. Check data quality. If quality exceeds acceptable tolerance, stop surveying.
At 2.5 m
2. No drop core sampling activity. Refer to IMCA M 187, lifting operations
guideline.
3 Surface Current
<2 knots 1. Check data quality. If exceed acceptable tolerance, stop surveying.
2. Check on current direction and speed frequently.
Table 5: Trigger table for Site Survey Vessels
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5.4.3 Soil boring vessels/drilling vessels

1 Wind 1. Stop drilling. Check with CSR duration before casing retrieval.
At 18 Knots/ 9m/s
(lower trigger points 2. Check anchor tensioner guideline.
due to rig height) 3. Stop work, secure equipment and take shelter.
2 Significant Wave 1. Stop drilling. Check with CSR duration before casing retrieval.
Height (Hs)
<2.5 m
2. No crew change via boat transfer.
3. No lifting.
4. Check anchor tensioner guideline.
5. Secure drill pipes.
3 Surface Current 1. Constantly check on the current direction
<2 knots
2. Stop, secure equipment and shelter.
3. Refer to vessel SOP
4 Roll & Pitch 1. Vessel to be heading the weather at all times.
10-12 degrees roll
2. Get a reliable weather forecast.
3. Ship to be ballasted accordingly.
Check vessel stability condition. Ensure positive GM at all times and preferably not
more than 1 metre.
5 Pilot Holes 1. Shear ram to be made available.
Wind/current:
≥2 knots
2. Underwater camera to be made available.
3. Report accurate anomalies.
4. Weather forecast to be made available.
5. Kill mud to be on standby.
6. To communicate and made known to nearby installation.
7. Activate gas detectors.
8. Conduct bubble tests.
9. Safety briefing and muster station to be defined.
10. Standby boat to be on standby.
11. The vessel should head towards the weather.
12. Follow pilot hole procedures.
Table 6: Trigger table for Soil Boring/Drilling Vessels
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5.4.4 Accommodation Vessels/Barge

1 Wind 1. Refer to Towing, Mooring and Anchor Handling Guide/ CIMMV and MOPO.
< 25 knots 2. Check consistency with platform design if load exceed the loads that the soft
mooring is designed for.
3. To ensure barge station keeping, maintain BMS positioning system.
4. Secure loose items.
5. No crew and materials transfer beyond 25 knots.
6. No lifting activities to take place if the vessel rolls more than 3 degrees Port to
Starboard or vice versa.
7. No personnel allowed on open deck area.
2 Significant Wave 1. No lifting activities.

Height (Hs)
2. Refer to Towing, Mooring and Anchor Handling Guide/ CIMMV and MOPO.
<2.5 m 3. For deployment, retrieval and relocation, maintain BMS (Barge Management
System) positioning system to ensure barge station keeping.
5. Ensure vessel intact stability is sufficient.
6. Transfer personnel in anticipation of gangway closure.
3 Roll & Pitch No lifting and anchor handling activities to take place if the wind reaches more than
At 3 degrees 25 knots.
Table 7: Trigger table for Accommodation Vessels/ Barge
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5.4.5 Installation barge (heavy lifting)
For heavy lifting operations during unfavourable weather condition, it is the responsibility of the
Chief Officer to supervise at all times. If the CSR with the advice from the barge master is in
agreement that the work can safely continue, specific PTW and JHA to be produced.

1 Wind 1. Refer to (Towing, Mooring and Anchor Handling Guideline - Section 9) &
< 25 knots (CIMMV - Section 3 and MOPO – APPENDIX 1).
2. Maintain BMS (Barge Management System) positioning system to ensure barge
station keeping.
4. No boat personnel transfer and materials transfer beyond 25 knots.
5. No lifting, berthing, bulk cargo transfer and anchor handling activities should take
place if the wind reaches more than 25 knots.
2 Significant Wave 1. Refer to (Towing, Mooring and Anchor Handling Guideline – Section 9) & (CIMMV
Height (Hs) – Section 3 and MOPO – APPENDIX 1).
<2.5 m 2. No personnel transfer and materials transfer if sea swell height is higher than
2.5 metres.
3. No anchor handling activities should take place if sea swell height more of 2.5 s.
4. Maintain BMS (Barge Management System) positioning system to ensure barge
station keeping, if any.
5. Check real-time data from wave monitoring buoy/ weather station.
7. No berthing activities should take place if sea swell height is more than 2.5
metres.
8. No bulk cargo transfer should take place if the wind reaches more than 25 knots.
9. Refer site-specific Pull-out Procedure
10. If the weather becomes severe, and the master is of the view that it is not safe
to be at the location, the barge to redeploy anchor or release all for shelter.
11. Check mooring wire tension meter and record the reading every hour. If the
tension wire (weather side) meter reading is more than the permitted as per
barge SOP, prepare for emergency pull out and refer to Emergency Pull Out
procedures.
3 Roll & Pitch No lifting activities should take place if the vessel rolls more than 10 degrees Port to
10 degrees Starboard or vice versa. For a long duration event, stop work and prepare for
emergency pull out.
Table 8: Trigger Table for Installation Barge (Heavy Lifting)
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5.4.6 Pipelay Barge

The limiting vessel motion characteristic which may lead to a shutdown of operations is dependent
on;
i. Barge heading and relation to the direction of the seas, (wave and tide)
ii. Wind force and direction of the barge
iii. Actual operation in progress
Before all critical lifts, a 72 hours weather window to be confirmed from weather forecast reports.
1. Barge Superintendent to consult with CSR on suspension of operation
1 Wind
planning.
< 25 knots
2. Cease all operation if necessary.
2 Significant Wave
Height (Hs) <2.5 m 3. Connect static tow., if applicable
Table 9: Trigger Table for Pipe Lay Barge

Note: Sea state limitations mentioned should not be the limiting or essential criteria to temporarily
abandon pipe-lay activity at offshore. The decision to temporarily abandon/lay-down pipeline should be
under the discretion of Barge Superintendent, with agreement from CSR onboard.
5.4.7 Transportation/Material Barge

1 Wind
1. Increase tow line catenary to minimize shock load.
Exceed operational
wind speed or at 20 2. Alteration of course and/or speed to minimize the effect of sea and swell.
knots/10m/s
3. Keep shore (PMT) informed of deteriorating conditions.
2 Significant Wave
4. Seek shelter, if necessary
Height (Hs)
Exceed operational Hs
or at 2.0 m
Table 10: Trigger table for Transportation/material Barge

Note: The uncertainty of weather forecasts should be taken into account when defining the operational
criteria to be less than the designed criteria. Suitable factor normally 0.7 is applied by MWS requirement.
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5.4.8 Anchor Handling Tugs/Supply Vessel (AHT/S)

1 Wind
1. Stop anchor handling activity.
At 25 Knots or more 2. Refer to Towing, Mooring and Anchor Handling Guideline (AHT only).
or
Significant Wave 3. No personnel on open deck area.
Height (Hs)
At 2.5 m or more
Table 11: Trigger table for Anchor Handling Tugs/ Supply Vessels (AHT/S)
5.4.9 Fast Crew Boat
The main consideration for fast crew boats is for the transferring of crews.
1 Wind
At 25 Knots/13m/s or 1. Remain outside the 500m zone to avoid collision with the platform or other
vessels.
more Or
2. No personnel on open deck area.
Significant Wave 3. Secure loose items.
Height (Hs)
4. During severe sea state, proceeds to shelter.
At 2.5 m or more
5. Refer to the Marine MOPO
Table 12: Trigger table for Fast Crew Boat
5.5 OTHER COMMON CONSIDERATIONS

For other trigger points not covered in the above i.e. rain, temperature, visibility etc., MOPO
should be referred to and it is up to the discretion of the vessel master to decide the appropriate
precautionary steps to be taken.
5.6 CRITICAL ACTIVITIES DURING MARGINAL WEATHER

To ensure safety measures are taken thoroughly, six critical activities have been identified to be
really looked into during the monsoon season. Contracting work should also be aligned to these
two documents as well.
In addition, it is extremely crucial that the HSE requirements are adhered to during this season.
The six mandatory HSE requirements during monsoon are as follow:
i. Strict compliance with ZeTo Rules.
ii. Stringent equipment inspection prior to marine spread mobilization.
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iii. No activities e.g., anchor handling, berthing, lifting, personnel transfer etc. to be carried
out if the wind speed is more than 25 knots and sea swell/ Hs above 2.5 metres.
iv. Develop and communicate specific JHA for all activities.
v. Close monitoring to be kept for sudden wave and sea awash the main deck. Ensure
sufficient free deck space available for the crew to escape from any danger.
vi. Obtain frequent weather forecast daily for a better weather analysis during monsoon. To
stop work if such operation may endanger crew life and vessel safety where Stop Work
Policy may be applied.
5.6.1 Towing operation
Refer to section 9.12 of this PTG.

5.6.2 Berthing operation to barge
Refer to sections 2.13.8 of this PTG.

5.6.3 Fuel transfer operation
Refer to section 7.7 of this PTG

5.6.4 Anchor handling operation
Refer to section 9.20 to 9.41 of this PTG.

5.6.5 Lifting operation
Refer to section 2.23 of this PTG.

5.6.6 Gangway crossing
Refer section 2.22.7 of this PTG.

5.6.7 Diving activities
The diving contractor should have guidelines and weather limits for working in adverse weather,
written relative to the capability of the vessel or floating/ fixed structure. Local weather forecasts
should be consulted before commencing any diving operation. The diving operation should be in
line with the Marine MOPO.
While divers underwater may not be directly affected by the various effects of weather, these can
have an effect on diving operations in a number of different ways:
i. Wind speed and direction can make station-keeping difficult for the support vessel/ floating
structure;
ii. Rain and fog will cause a reduction in surface visibility, possibly creating a hazard for the
support vessel/floating structure;
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iii. Bad weather can make working on deck extremely hazardous for the diving crew,
particularly with adverse combinations of wind, rain, snow, etc.;
iv. Hot weather can cause overheating. In particular, umbilical stored on deck are more
susceptible to overheating by warm air or direct sunlight;
v. Extreme heat, including direct sunlight or cold, can cause the temperature inside deck
chambers to rise or fall to dangerous levels. In such conditions the internal temperature
should be monitored and kept at a comfortable level;
vi. Extreme heat, including direct sunlight, or cold can adversely affect divers acting as standby
divers who will be static but dressed in most of their diving equipment.
vii. Arrangements should be made to keep the standby diver sheltered, at a comfortable
temperature and well hydrated.
viii. Electric storms or lightning may be a hazard to exposed personnel or equipment.
ix. Operations should, therefore, be carefully monitored with regard to the safety of both
personnel and equipment.
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6.0 VESSEL CREW SCREENING GUIDELINES
The scope of this section is to screen and ensure the marine crew is capable to perform the
operational requirement effectively.
In doing so, the vessel crew screening guideline will ensure that the competency, skill and
experience of the personnel engaged and assigned for the work on the vessel is aligned with the
requirement of Oil and Gas industry.
The vessel crew is the personnel involved in vessel operation carrying out specific duties to ensure
the vessel is running safely and efficiently. Each crew member has his/her own special function
and schedule to run the vessel operation for 24 hours and as long as he/she is at sea.
This section covers the marine crew of Offshore Support Vessels (OSV).
The main objectives of this section are as follows but not limited to:
i. Standardize the requirement for engagement of marine crew for PETRONAS operations.
ii. Establish a mechanism to control the marine crew who are not preferred due to the
previous history in the industry.
This section involves the verification process and if necessary interview process and the result of
behaviour through observation based on the actual trial. These actions will eventually reveal
sufficient information about a person’s competency, skill and experience.
In addition, verification of a person’s document will provide an indication that the person is
competent and has been trained.
The overall process is a management procedure that ensures the person engaged by the
contractor to work for PETRONAS is capable and satisfies the contractual requirements.
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6.1 PETRONAS OSV CREW SCREENING PROCESS FLOW
Figure 6: Typical OSV crew screening process flow
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6.2 VESSEL CREW CRITICAL POSITIONS
6.2.1 Master
The person of overall in charge of the vessel who is solely responsible for the safety of the crew
and the vessel at all times. He/she is the ship owner’s representative and accountable for safe
operations of the vessel.
6.2.2 Chief Officer
The second in command in the vessel organization and reports to the Master. He/she is in charge
of the vessel maintenance and cargo operation. He/she is at times, replaces Master in term of
manoeuvring the vessel.
6.2.3 Chief Engineer
Responsible for the safe operations of the vessel’s machineries. He/she is the person in charge of
the Engine Department and reports to the Master.
6.2.4 Second Engineer
He/she assists Chief Engineer for the maintenance of the vessel machineries and equipment.
He/she reports to the Chief Engineer.
6.2.5 Dynamic Positioning Officer
He/she is responsible to operate the DP system and reports to the Master.

6.3 TYPE OF CERTIFICATE
All certificates of competency (COC) held by the Master, Officers and crew shall be issued by the
Marine Department, Ministry of Transport, Malaysia or respective country authority. The type of
certificates shall be compatible with the voyage limit of the vessel.
6.3.1 Supplementary certificates
The supplementary certificates shall be valid, issued or recognised by the Marine Department,
Ministry of Transport, Malaysia or respective country authority or recognised governing bodies
(for DP). For oil and gas safety training, the certificates shall be issued by PETRONAS’ approved
training providers.
6.3.2 Certificate of Recognition
For foreign officers having issued with Certificate of Competency (COC) from respective country
authority, the Certificate of Recognition (COR) shall be issued by Marine Department Malaysia.
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6.4 SCREENING PROCESS
The screening process involves:

i. verification of valid documents carried by the vessel crew
ii. interview
iii. skills assessment at the site if necessary
The concept of taking precaution and mitigation action is adopted in this screening process. This
is to ensure that the possibility of risk associated with the personnel engaged for the particular
job can be eliminated or controlled to an acceptable level ALARP (As Low As Reasonably
Practicable)
Contractors to ensure:
i. The Master and Chief Engineer have a minimum of two (2) years of oil and gas experience.
ii. Other Officers and Ratings requirements are as per Exhibit VI - Crew Details in the contract
document.
6.4.1 VERIFICATION BY PETRONAS
The contract holder should have sufficient information to conduct the screening. He/she should
conduct a complete review of the information from the original documents or an officially verified
copy carried by the person. Verification of the documents is critical to ensure that it is properly
endorsed and signed by the appropriate authority.
The screening process is required to address and verify the following requirements:
i. To ensure that the documentation is valid.
ii. To ensure that the person is familiar with the job and possess the necessary skills and
experience.
iii. To ensure the understanding of PETRONAS HSE policies.
iv. AAE for Senior Officers
Documents should be viewed for their validity and to see if there are any limitations, sanctions
associated with the documents. Certification and details for individual crew should include the
following:
Personal details:
i. Curriculum Vitae (CV)
ii. medical fitness status – Medical Fitness Certificate approved by Marine Department and
PETRONAS Approved Medical Examination
iii. Ability to converse in English
Employment details:
i. Experience – ship type, rank & tour of duty
ii. Area of operation
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Certificate validity and coverage:

i. date of issue and expiry of Certificate of Competency as per STCW requirements
ii. discharge book endorsed by relevant authorities
iii. additional safety training certificate as required by PETRONAS
iv. PETRONAS Offshore Safety Passport (OSP)
Refer to Appendix 5 for the Seafarer Acceptance Matrix.

The assessment of experience can be done through the following:
i. Screening of CV as per submission and/or
ii. Interview and/or
iii. Actual assessment on ship handling
6.5 CREW SCREENING SYSTEM
Manager of the contract holder should be accountable to approve the acceptance of the vessel
crew. On completion of the screening process, the contract holder satisfied with the result should
then recommend the decision to the respective manager for approval.
The vessel owner/operator to upload to the crew screening system at least 3 days in advance, to
provide ample time to contract holder to carry out the process. The following documentation to
be uploaded for the process.
6.5.1 Documentation Required
i. Medical Report:
a) Original copy to be kept by agent/owner
b) Photocopy to be kept by PETRONAS
ii. Copies of
a) Certificate of Competency (COC) for Malaysian - Deck Officers/Engineers as per
STCW requirements.
b) Certificate of Watch Keeping for Malaysian - Able Seamen (AB), Oiler/Greaser
c) Certificate of Recognition (COR) for foreigners issued by the Marine Department of
Malaysia.
iii. Original documents or an officially certified true copy of Discharge Book (Seamen’s Book).
iv. Curriculum Vitae (CV)
v. Original documents or an officially certified true copy of additional training:
a) Basic Rigging & Slinging (for Deck Crew)
b) Food Handling (for Cook)
c) Helicopter Underwater Escape Training (HUET) (where required such as for crew
change using helicopter)
vi. PETRONAS Offshore Safety Passport (OSP)
6.6 INTERVIEW PROCESS
If deemed necessary by the shipowner/operator, an interview session should take place. The
interview should abide by the followings:
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6.6.1 Deck Officer and Engineer
i. Original certificates shall be presented.

ii. To be able to demonstrate skill in ship handling. Applicable to Master / Chief Officer
and can be also assessed during the actual trial.
iii. Familiar with the activities to support platform, rig and barges operation.
iv. To be able to demonstrate skill in emergency preparedness.
v. To be able to demonstrate skill in daily work activities for the intended position on
board.
vi. To be able to demonstrate a general understanding of ISM / SMS, any related
regulations & safe working practices.
6.6.2 Ratings
i. Original certificates shall be presented.

ii. To be able to demonstrate skill in daily work activities for the intended position on
board.
iii. Familiar with the activities to support platform, rig and barges operation.
iv. To be able to demonstrate basic safety procedures onboard / safe working practices.
6.7 RECORD
Contractor to record and update the appropriate vessel file for reference and auditing purposes.
All records to be retained for a period of contract.
The contractor should ensure all records on the crew screening process is maintained and to
establish a mechanism to control over the marine crew who are not preferred due to the previous
history in the industry. Consideration should be given to maintain a computerized database for
the information.
6.8 CONTRACT HOLDER RESPONSIBILITY
It is the responsibility of the contract holder to ensure all marine crew are properly screened via
crew screen system prior to working onboard a vessel that engaged in PETRONAS operation.
Contract holder should be responsible to conduct the vessel crew screening process. In case
he/she is not on-site available he/she may delegate to his / her subordinates who are trained and
possess the knowledge, skills and experience to conduct the crew screening process.
6.9 NON-APPROVAL / REJECTION
Infringement of the requirements may lead to a non-approval of the marine crew and render
them not to be accepted. This may be due the following issues;
i. Failure to provide a valid certificate of competency.
ii. Failure to provide necessary safety training certificates.
iii. Failure to provide drug and alcohol medical check-up.
iv. Involved in serious police case or contravening with the law and regulation.
v. The crew that has been suspended by PETRONAS.
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vi. Other relevant issues with the crew e.g. attitude, disciplinary, skill and
competency issues, on which the contract holder has the ground and evidence
that the crew is not suitable for the scope of work.
The crew who fails the screening process to be replaced with an acceptable person.
Final acceptance is the sole discretion of PETRONAS upon complying with these requirements and
national regulations.
6.10 SHIP OWNER RESPONSIBILITY
6.10.1 Maintaining the validity of certificates
It is the crew’s responsibility to keep training and certificates valid whilst working with a vessel
contracted to PETRONAS. The documentation kept by the contract holder is a measure of control
to ensure all vessels engaged by PETRONAS are valid at all times. This is to avoid any untoward
incidents which may lead to fines or arrest by the government authority which may eventually
lead to a delay in PETRONAS activities.
6.10.2 Familiarization assessment
For those with less than two years of experience in the oil and gas industry should be subjected
to an assessment. Master in command should be responsible to conduct an assessment and
report the result to the shipowner so that appropriate action can be taken. Shipowner later will
report the result and action taken to the contract holder for approval.
6.10.3 Tour of duty
A crew change to take place whenever the crew has worked on-board the vessel for a maximum
period as follows:
i. For Field Support Vessel (at location standby vessel) – a maximum of 60 days on-
board and a minimum of 10 days leave.
ii. For sector run (milk run) vessel including drilling support vessel – a maximum 90
days on-board and a minimum of 10 days leave.
6.10.4 Contractor’s screening process
The contractor may use this guideline in determining a marine crew acceptance for their own
recruitment process. However, for a marine crew expected to be working with PETRONAS, the
final acceptance subject to approval by PETRONAS’ contract holder.
6.11 COMMUNICATION
The general means of communication between the owner and/or agent and contract holder is
normally via telephone and email.
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6.12 VESSEL’S CREW MEDICAL EXAMINATION REQUIREMENT
All marine crew should comply with Standard Training and Certification for Watchkeeper (STCW)
95, as amended to Manila Convention 2010 required by the Marine Department. In addition to
the above, appropriate safety training should be attended by marine crew suitable as per
operation requirement.
As per PPGUA Vol 11- Marine Management, only medically fit personnel are allowed to work
offshore. The age of all marine crew in between minimum 18 years to maximum 60 years old for
PETRONAS Upstream activities. However, the marine crew that are above 60 years may be
considered subject to the compulsory Stress Test, prove fit to work in medical declaration, and
discretion of PETRONAS’s management.
All marine crew to undergo a medical examination to certify their fitness before joining the OSV
and Marine Support Craft for offshore operations. Below are the requirements:
i. Valid Medical Fitness Certificates (MFC) issued by the clinics or hospitals approved by the
Malaysia Marine Department.
ii. Valid PETRONAS Medical Examination issued by the clinics or hospitals which listed as
PETRONAS’ Approved Medical Examiners (AMEs) as per PETRONAS Guideline on Medical
Assessment of Fitness to Work for Offshore Workers.
iii. Valid Typhoid and Hepatitis A (if required) injection are required for all Cook and food
handlers.
Frequency of Medical Fitness and Examination for all marine crew should be in line with the
Malaysia Shipping Notices NPM 5/1999 MEDICAL AND EYESIGHT STANDARD FOR SEAMEN. The
marine crew who, while holding a valid medical certificate, suffers a condition covered by this
Notice which precludes seafaring, should arrange for an additional approved medical examination
as soon as possible after diagnosis, following which the revised medical certificates should be
issued. Frequency of medical fitness assessment to be determined by PETRONAS’ Approved
Medical Examiners (AMEs).
6.13 TYPE OF CERTIFICATES COMPETENCY AND THEIR LIMITATIONS
Type of Certificates of Competency required for Master and Crew serving each offshore support
vessel should meet the requirement of Safe Manning Certificate issued by the Marine
Department, Malaysia. The voyage limitation should be in accordance with the limitation
stipulated in the Certificates of Competency. Issuance of Certificates of Competency should be in
accordance with the requirement of IMO’s STCW (as amended) and be recognized by the Marine
Department, Malaysia.
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7.0 FUEL BUNKERING
This guideline describes the normal operation for bunkering of Marine Gas Oil (MGO) / Diesel
Oil (MDO) from supply base to vessel, vessel to vessel, vessel to/from Offshore facilities e.g.
FSO, FPSO, drilling rig and barge.
It covers the activities performed by PETRONAS and or its agent personnel and vessels
personnel from requisition of the bunker to confirmation of receipt of the bunker.
This guideline is to provide a proper procedure for the safe and efficient bunkering of Marine
Gas Oil (MGO) or Diesel Oil at all locations.
The following details the Roles and Responsibilities of the principal personnel associated with
fuel bunkering.
7.1.1 Offshore Installation Manager (OIM) / Company Site Representative (CSR) / Drilling Supervisor
The person in charge or his / her designate to:
i. Coordinate the execution of bunkering activities among installation personnel and

vessel crew.
ii. Issue or confirm receipt of bunkers loaded/supplied to/from vessels upon completion
of bunkering operation.
iii. Issue note or letter of protest to vessel in the event of quantity discrepancy.
7.1.2 Petronas representative.
Stand-by at Jetty during the bunker loading operation. Liaise with the supplier via the agreed
channel of radio trucking or radio VHF. Ensure pre-transfer toolbox meeting take place
onboard the vessel before bunkering operation begins. Completion and signed off bunkering
Pre-Loading Plan (Appendix 6) and Safety Checklist (Appendix 7). To witness the task of
independent surveyor if any.
7.1.3 Bunker supplier
Establish proper and effective communication for the bunkering operation. Operate loading
pump for starting and stopping bunker operation and to agree on emergency shutdown
execution. It is recommended that the Certificate of Quality (COQ) is provided by the supplier
prior to the bunkering operation.
It is recommended that supplier to provide a surveyor to witnesses the shore tanks gauging
prior bunkering.
Bunker supplier to comply with the following:

Regulation 18(6) on fuel oil quality within Annex VI of MARPOL 73/78 (Prevention of Air
Pollution from Ships) requires that the Bunker Delivery Note (BDN) be accompanied by a
representative sample of the fuel oil delivered taking into account guidelines developed by
IMO. The basis for these Guidelines is regulation 18(3) of Annex VI to MARPOL 73/78, which
provides that for each ship subject to regulations 5 and 6 of that Annex which is applicable to
vessel of 400 GRT and above.
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This sample is to be used solely for the determination of compliance with Annex VI of MARPOL
73/78. In compliance to MARPOL 73/78 Annex VI requirement, also to note that the details of
fuel oil for combustion purposes delivered to, and used onboard the ship, to be recorded in
the bunker delivery note which contains at least the information specified as below:
Name and IMO number of receiving ship
Port
Date of commencement of delivery
Name, address, and telephone number of the marine fuel oil supplier
Product name(s)
Quantity (metric tons)
Density at 15°C (kg/m3)
Sulphur content (% m/m)
Note: A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in
conformity with the above regulation.
Fuel oil sampling arrangements:
i. Sampling methods
The sample should be obtained using one of the following methods:
a) manual valve-setting continuous-drip sampler
b) time proportional automatic sampler
c) flow proportional automatic sampler
The sampling device should be of a type approved in accordance with one of the
following standards:
a) ISO 3170
b) ASTM D 4057
c) BS 3195
Sample bottle kits will complete requirements for sampling equipment on board.
ii. Sampling location

The fuel delivered to the ship should be sampled at the receiving ship’s inlet bunker
manifold and should be drawn continuously throughout the bunker period.
iii. Retained sample handling

Immediately prior to filling the retained sample container, the sample quantity should be
thoroughly agitated to ensure it is homogenous. The retained sample should be of
sufficient quantity to perform the tests required, but should not be less than 400ml in
volume.
iv. Sealing of the retained sample

Immediately following the collection of the retained sample, a tamper-proof security seal
with a unique means of identification should be installed by the supplier’s representative
in the presence of the ship’s representative. A label containing the following information
should be secured to the retained sample container:
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a) location at which and method by which sample was drawn

b) date of commencement of delivery
c) name of bunker tanker/bunker installation
d) name and IMO number of the receiving ship
e) names and signatures of the supplier’s representative and the ship’s representative
f) details of seal identification
g) bunker grade
To facilitate cross reference, details of the seal identification may also be recorded on the
bunker delivery note.
v. Retained sample storage

The retained sample should be kept in a safe and sheltered location outside the ship’s
accommodation and it to be retained for a minimum of 12 months. It should not be
subject to elevated temperatures but preferably kept at cool/ambient temperature where
it will not be exposed to direct sunlight and where personnel would not be exposed to
vapours which may be released from the sample. Care should be exercised when entering
a sample storage location. In the event that a sample is to be delivered to a port state
control inspector, it is also important to secure a record of the sample custody transfer.
The transfer should be recorded in the logbook with the BDN, with specific reference to:
i. the sample label details and seal number

ii. the port, date and time of handover of the sample
iii. the identity of the person to whom the sample was handed over, together
with the name, signature and authority stamp as appropriate
iv. contact details of those who will hold the sample.
7.1.4 Vessel Master
i. Report daily Remaining on Board (ROB) of MGO to Base Superintendent, Platform

Superintendent or contract holder and request for a bunker in advance (24 hours) if
required.
ii. Ensure pre-transfer toolbox meeting take place on-board before bunkering operation
begin.
iii. Ensure the pre-loading plan completed and posted near the point of transfer. Ensure
safety checklist is to be completed and complied before bunkering operation begins.
iv. Ensure sufficient and trained personnel involved in the operation. Monitor
throughout the operation for any abnormality in ensuring smooth bunkering
operation.
v. Calculate the quantity supplied and sign the bunker delivery receipt upon completion
of bunkering.
vi. Issue note or letter of protest to the supplier in the event of quantity discrepancy.
In all cases, each Master remains responsible for the safety of his own ship, its crew and
cargo, and should not permit such safety to be prejudiced by the action of others.
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7.2 BUNKERING PROCESS
7.2.1 Requisition for bunker
Requisition for bunker has to be made to the Logistics Supply base via agreed communication
means.
Logistic Department will send a bunker requisition to the Supplier by fax or email or using the
appropriate document.
Request by vessel or installation should be made at least 24 hours if required prior to the
supply.
7.2.2 Hoses
The hoses used for bunker transfer should be specially designed, constructed, certified for
handling petroleum products and be of strength and size suitable for actual operation.
The hoses should be of adequate length to allow movement of vessel and jetty/installation
due to swell.
Hose end coupling to be properly marked to avoid mixed up with other hoses.
Vessel to provide 2 lengths x 60 ft x 3” size reinforced rubber hoses complete with camlock
couplings. Various sizes of reducers; 3” to 2” and 4” to 3” are required. It to be fitted with a
self-sealing or quick shut off valve mechanism at the end of the hose to prevent spillage. A
highly visible colour floatation collar to be fitted along the hose section.
Hose to be hydro-tested to at least 1.5 times of it working pressure annually and date of
testing to be marked on the hose. It is recommended that hose should be changed out
approximately every five (5) years or when it deemed necessary due to internal fatigue or
visible damage to the hose layers. The record should be maintained & produced upon request.
7.2.3 Operation readiness
The vessel securely moors at the jetty/installation and permission is given to conduct the
operation.
Proper requisition for bunkering is submitted and in order.

Receiving tanks to be identified before loading and gauging to be conducted. Independent
surveyor is recommended to conduct tank gauging witnessed by PETRONAS representative
(for vessel at supply base, ship to ship and ship to platform).
Toolbox/toolbox meeting, bunkering plan (Appendix 6) and checklist (Appendix 7) are

completed.
7.2.4 Tank gauging and sampling
Prior bunkering, Master to ensure the tank is acceptable and ready to receive bunker. The
tank to be free of water and contamination.
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The vessel to be provided with water and gasoline finding paste to aid the accuracy of
sounding.
Tank gauging for all nominated and non-nominated tanks to take place prior commencement
and completion of each bunkering operation.
Tank gauging and sampling are recommended to be conducted by the independent surveyor
and be witnessed by PETRONAS representative.
If there is a substantial amount of water or contamination found in the tank, then it has to be
reported to supply base immediately. The bunkering should not commence and water and
contaminants should be drained/removed on instruction/confirmation of Base
Superintendent until found satisfactory.
Whilst calculating the Remaining On Board (ROB), the vessel to apply the trim correction and
interpolate to ascertain actual quantity. In the event of the trim and list correction tables are
not tabulated for the maximum values, the Master to ensure that the vessel is even keel and
upright or within the tabulated correction limit prior gauging process.
All ROB to be declared prior to each operation.

Vessels that are used for the supply of MGO that do not have segregation between delivery
tank and engine room tank, are not encouraged to be used for this purpose.
In the event of rolling and pitching, due diligence to be exercised in determining the quantity
on board.
The sampling of MGO / diesel oil should be done on commencement, during and upon
completion of the bunkering process.
7.3 DELIVERING AND RECEIVING OF BUNKER (ALL LOCATIONS)
1. Pre-Loading Plan
Prior bunkering, the Pre-Loading Plan (Appendix 6) to be completed by the Person in
Charge and posted near the point of transfer.
2. Pre-Transfer Tool Box Meeting
The Pre-Transfer Toolbox meeting to be taken place onboard the vessel, in person,
between the Person in Charge, before bunkering operation begins and should cover the
following:
3. A review of each item on the Bunker Safety Checklist (Appendix 7) and flow meter
calibration records.
4. A discussion on the initial flow rate and maximum allowable flow rate, emergency
shutdown procedures and topping off.
5. Communication procedures between shore and vessel involved.
6. Start-up and Shutdown Criteria
7. Bunkering should not commence unless the following criteria are met:
i. All the conditions of the Pre-Transfer Tool Box meeting are met.
ii. All the conditions of the Bunker Checklist are met.
iii. Either visual, voice or radio contact to be maintained by both parties.
iv. Topping off is discussed.
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v. The bunkering activities to be suspended if there is a substantial amount of water

or contamination found in the tank. It needs to be reported to the supply base
immediately.
vi. Duties of personnel during bunker
Personnel to be involved in the bunkering operation should have no other tasks and to remain
at work stations during bunkering and be able to observe the hose and connection for any
leaks.
Regular sounding to be conducted during bunkering.

The master to take necessary measures to avoid overflow of fuel during simultaneous
operation.
If the weather or sea conditions deteriorate to such an extent that there is any doubt
regarding the safe operation, it should be terminated.
If any oil spills or other incidental pollution occur, the contingency plan should be brought into
operation which includes immediate reporting to Supply Base on the agreed communication
system.
The hose should be drained and blinded before being brought back to the jetty.
7.4 DELIVERING AND RECEIVING OF BUNKER (OFFSHORE)
The amount to be transferred to be determined by Base Superintendent / OIM on schedule

basis.
Any variance of bunker received and supply to be recorded and letter of protest (LOP) is to be
issued.
The bunkering activity is witnessed by PETRONAS representative or it’s appointed

independent surveyor.
Upon completion of each bunkering operation, the authorised representative of PETRONAS

should acknowledge receipt for the quantity delivered and agreed by vessel Master / Chief
Engineer.
No bunker delivery receipt to be signed before the completion of the fuel transfer.
Night bunkering activities is not recommended. However, due to some circumstances, such a
requirement cannot be avoided. If it is required, prior to night bunkering activities, a joint risk
assessment to be conducted by OIM and Master of the vessel. Additional lighting is provided
and only a single operation is to be permitted.
7.5 COMMUNICATION AND REPORTING
Master of the vessel to report ROB on daily basis to Logistics Operations as per respective unit
reporting format.
The vessel owner to ensure these reports are sent to the respective base on a daily basis.
In addition, the following report should be sent to the Logistics Supply Base.
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 any interruption or incident during bunker transfer operation e.g. bunker transfer is
abandoned due to bad weather or for any reason whatsoever; oil spill, flow meter
malfunction, etc.
7.6 DOCUMENTATION AND RECORD KEEPING
The pre-loading plan to be retained on-board with bunker safety checklist and letter of protest
if any for the duration of the contract.
The vessel Master or deck officer in charge shall make an entry in the vessel deck log book
stating that the Pre-Transfer Toolbox meeting was conducted by the Person in Charge of
bunkering.
Upon completion of bunkering, vessel Master or his/her designee to sign Bunker Delivery
Receipt issued by the supplier and retains one copy on-board.
All fuel transfer carried out is to be entered into the sounding book, Oil Record Book Part 1 -
Machinery Space Operations (All Ships of 400 GRT and above) and engine room as well as deck
log book.
7.7 SAFETY PRECAUTIONS DURING BUNKERING
i. The vessel to be securely moored alongside jetty /vessel. Ensure that vessel mooring
line are attended to a regular basis to check if any excessive tension.
ii. Bunkering to the facility may be allowed by station-keeping manually or in Dynamic
Positioning mode. A joint Risk Assessment should be prepared to demonstrate risk
reduced to ALARP level. For station keeping manually, a vessel needs to be on standby
in the vicinity in case of any emergencies e.g. engine breakdown etc.
iii. Ensure fuel transfer hose is in good condition (e.g. no kink, not damaged etc.) with
sufficient length of hose and properly lashed.
iv. The hose to be fitted with quick release coupling (cam lock) to cater for emergency
situation.
v. The vessel’s crew to be responsible to ensure hose’s connection/disconnection is
properly executed and cleaned up of any spill.
vi. For bunkering at an offshore location, Duty Engineer to be stationed at fuel emergency
stop button located on the bridge and act immediately in case of emergency.
vii. Communication between Deck Officer on duty, Able Body(AB) and Barge personnel
should be maintained at all times to monitor the fuel transfer operation.
viii. Minimum oil spill equipment (e.g. sawdust, pail, shovel, absorbent rags, etc.) should
be ready at all times to cater for any spill.
ix. All deck scuppers to be plugged during the fuel transfer operation.
x. The main engine to be on standby mode at all times during fuel transfer operation and
ready to be used in case of emergency and vessel can immediately cast off.
xi. Commence transferring of fuel with a lower pumping rate and gradually increase to
permitted flow rate.
xii. Any spill overboard to be reported immediately to the Supply Base duty personnel /
OIM.
xiii. The sequence of tanks to be bunkered to be agreed upon by the responsible vessel
officer and Supply Base/platform personnel.
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xiv. Before commencing fuel transfer, at least two (2) appropriate portable fire
extinguishers are to be available near the fuel transfer manifolds.
xv. Flag “BRAVO” to be hoisted to indicate that fuel transfer is in progress.
xvi. At night, a single all-round red light is to be displayed.
xvii. The duty officer onboard vessel, platform and/or in charge personnel at supply base
should be in attendance at all times during the fuel transfer. A regular sounding of each
tank is to be carried out to ensure no overflowing.
xviii. Fuel transfer to be suspended in the event of thunder and lightning within the vicinity.
xix. Hot work is not permitted onboard vessel during fuel transfer activities.
xx. Oil spill kit to be made ready at bunkering point for immediate use.
xxi. Bunkering activities should not be carried out in adverse weather or sea condition
(Refer to the Marine MOPO).
7.7.1 Emergency stop
It should be possible to stop bunkering supply immediately upon request. Delivering station
emergency shutdown point is to be manned at all time. Testing of the equipment to be carried
out by Chief Engineer prior to any bunkering and result to be recorded in engine logbook.
7.7.2 Training
The person in charge of bunkering at the vessel, jetty, base or platforms to be trained to follow
this guideline with an emphasis on the Pre-Transfer Tool Box meeting and items for which the
personnel is responsible. This training session should include all crew members who are likely
to assist in the bunkering operation. The following should be included in the training:
i. Bunker Pre-Loading Plan (as per Appendix 6)
ii. Bunker Safety Checklist (as per Appendix 7)
iii. Tank gauging/sampling
iv. Deck watch requirement to monitor for oil spills.
v. Shutdown procedures which allow personnel to immediately shut down the
bunkering operation.
vi. Emergency response in case of spillage including drill
vii. Communication procedures
The vessel Master should make an entry in logbook noting that training was conducted by
the Person in charge and recording the names of the crew of those who attended.
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8.0 OFFSHORE MOORING BUOY GUIDELINE
This section describes proper procedure and standards for mooring system for offshore fields.
Offshore mooring buoys are deployed for the purpose of mooring smaller vessels like the
Landing Craft Tanks (LCT), field standby vessel, crew boats and material barges at offshore
locations with water depth, not more than 100 metres.
Offshore mooring buoys should only be deployed in places where there are high marine
activities and for the platform with living quarters.
For FSO and FPSO, site assessment on prevailing wind and sea including the route of tanker
approaches need to be carried out in determining the suitable location to deploy the buoy
8.1 OBJECTIVES
The main objective of offshore mooring buoys deployment are:
i. Quick mooring and unmooring, this is especially vital to area standby vessels to
respond to emergency situations.
ii. No risk of accidental anchoring on pipelines.
iii. Securing point.
iv. Fuel-saving.
8.2 MOORING SYSTEM STANDARDS
This section provides a minimum standard of the mooring systems. This is to accommodate
the different needs of the mooring system subject to the sizes of vessels.
The minimum standards for the mooring buoy system are defined as per:
Table 13 - Vessel of 500 Gross Registered Tonnage (GRT) and above.
Table 14 - Vessel of less than 500 Gross Registered Tonnage (GRT).
Table 15 - Selection of Anchor
Figure 7 - Offshore Mooring Systems
Figure 8 - Crucifix Buoy for Vessel of more than 500 GRT
Figure 9 - Crucifix Buoy for Vessel of less than 500 GRT
Figure 10 - Flipper Delta Anchor (7 or 3 tons)
Figure 11 - Danforth Anchor (7 or 3 tons)
Figure 12 - Anchor Chain and Arrangement
Figure 13 - Primary Anchor Wire
Figure 14 - Buoy Shackles 35 tons SWL
Figure 15 - Polypropylene Rope
Figure 16 - Anchor / Pick Up Buoy
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8.3 VESSEL OF 500 GRT AND ABOVE
The table below provides minimum standards of mooring system for a vessel of 500 GRT and
above. However, maximum vessel deadweight of 7000 tons is allowable to moors in calm
weather.
Offshore Mooring System (up to 100 metres depth of water) (See Figure 7)
Buoy (A) Anchor (B) Anchor chain (C) Anchor Wire (D)
Crucifix buoyancy 7 tons Flipper Delta or 30 mm diameter 2” diameter of wire x
tank with a cross. Danforth anchor chain x 27 m long 60 m (min) or (Water
Minimum buoyancy (Figure 10 & 11) (approximate one depth + 30%) =
of 3 tons. Painted See also table for shackle) whichever is higher
with highly visible selecting anchor type (Figure 12) (Figure13)
colour (Table 15)
(Figure 8)
Offshore Mooring system (up to 100 metres depth of water) (See Figure 7)
Buoy Chain (C) Buoy Shackle (F) Mooring Rope with Pick Up Buoy (H)
floating sleeve (G)
30 mm diameter 35 tons shackle 20 m long Buoy net inflatable,
chain x 2 m long (Figure 14) polypropylene or Red 15" x 20" L x 48"
(Figure 12) nylon rope. circ. with a minimum of
(Figure 15) 30 mm diameter x 3m
long synthetic rope.
(Figure 16)
Table 13 - Vessel of 500 GRT and above
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8.4 VESSEL OF LESS THAN 500 GRT
The table below provides minimum standards of the mooring system for a vessel of less than
500 GRT. However, maximum vessel deadweight of 3000 tons is allowable to moors in calm
weather.
Offshore Mooring System (up to 100 metres depth of water) (See Figure 7)
Buoy (A) Anchor (B) Anchor chain (C) Anchor Wire (D)
Crucifix buoyancy 3 tons 30 mm diameter 2” diameter of wire x
tank with a cross. Flipper Delta or chain x 27 m long 60 m (min) or (Water
Minimum buoyancy Danforth anchor (approximate one depth + 30%) =
of 3 tons. Painted (Figure 10 & 11) shackle) whichever is higher
with highly visible See also table for (Figure 12) (Figure 13)
colour selecting anchor type
(Figure 9) (Table 15)
Offshore Mooring system (up to 100 metres depth of water) (See Figure 7)
Buoy Chain (C) Buoy Shackle (F) Mooring Rope with Pick Up Buoy (H)
floating sleeve (G)
30 mm diameter 35 tons shackle 20 m long Buoy net inflatable,
chain x 2 m long (Figure 14) polypropylene or Red 15" x 20" L x 48"
(Figure 12) nylon rope. circ. with a minimum of
(Figure 15) 30 mm diameter x 3m
long synthetic rope.
(Figure 16)
Table 14 - Vessel of less than 500 GRT
Type of seabed
Anchor Class IV
Class I Sands Class II Mud Class III Stiff clays
Heterogeneous
Recommended Recommended
Flipper Delta Do not use Do not use
Application Application
Recommended Recommended
Danforth Can use Do not use
Application Application
Table 15 – Selection of Anchor
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Figure 7- Offshore Mooring Systems
Figure 8- Crucifix Buoy for Vessel of More than 500 GRT
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Figure 9- Crucifix Buoy for Vessel of Less than 500 GRT
Weight W F TL H
kg lbs mm In mm in mm in mm in
3000 6615 2830 111 3/8 2285 90 3380 133 1070 42 ½
7000 15435 3750 147 5/8 2995 118 4440 174 7/8 1405 55 3/8
Figure 10 - Flipper Delta Anchor (7 or 3 tons)
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A B C D E
Weight
kg lbs Mm mm mm mm mm
3180 7000 3120 2960 790 1880 1260
7260 16000 4100 4000 1047 2470 1660
Figure 11 - Danforth Anchor (7 or 3 tons)
Offshore Mooring Chain ORQ API, ABS

Diameter of chain Proof Breaking Approx. Number
Load load minimum of links
weight per per
Mm inches kN kN 27.5 metres 2.,5 m
with pat (90 ft)
shackle
3/16
30 1 524 790 545 225
Figure 12 - Anchor Chain and arrangements
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End Shackle (E.S) End Link (E)
Swivel (S.W)
Common Link (C) and Enlarge Link (E.L)
2” diameter. 6 x 36 IWRC, Extra Improved

Kenter Shackle (K.S)
Plow Steel (EEIPS). Both ends termination
mooring sockets
Figure 13 - Primary Anchor Chain and Wire
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Figure 14 - Buoy Shackles 35 ton SWL
8 strands plaited rope

Dia. (mm) Dia. (inch) Cir. (inch) Wt. per 110 Breaking Breaking Breaking
Metres in (kg) strength in strength in strength in
(Kgf) (lbs) (kN)
80 3 1/4 10 319 104,00 228,800 1019
Figure 15 - Polypropylene rope
BUOY NET INFLATABLE RED 15" x 20" L x 48" CIRC.

Figure 16 - Anchor / Pick–up Buoy
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8.5 MOORING BUOY INSTALLATION LOCATION
The buoy should be located preferably outside the platform parameter (more than a 500
metres zone).
Buoy to be located at a location free of pipeline/cable, subsea structure and not in the way of
supply vessel when approaching the boat landing or supply area of the platform.
The location chosen is suitable based on prevailing wind/current at the location so that at any
time should the rope parted or drag occurs, the vessel will not drift towards the platform.
Location of the buoy to be made known to all vessels plying to the location. The notification
to be made by supply base Marine Superintendent of Latitude / Longitude and Northing and
Easting of mooring buoy for TOPO chart. Notification to the authority is subject to the
requirement of the authority at each region/country.
8.6 MOORING LIMITATION
Buoy system as per Table 13, holding capacity is approximately 70 tons and able to take 7000
tons of drag of a vessel whilst buoy system as per Table 14, holding capacity is approximately
30 tons and able to take a drag of a vessel of 3000 tons.
Average gross tonnage of offshore support vessels is less than 1000 tons per vessel.
Taking into safety factor, the wind and sea condition, the number of vessels allowed to moor
at the offshore mooring buoy are as per table 16 below:
Max. no. of the vessel can moor

Beaufort scale Wind speed Buoy system with a holding Buoy system with a holding
capacity of 70 tons capacity of 30 tons.
0-3 0-10 knots Maximum 3 nos. Maximum 2 nos.
4-5 11-21 knots Maximum 2 nos. Maximum 1 nos.
6 22-27 knots Maximum 1 no. No vessel allows to moor
7 onwards More than 27 No vessel allows to moor No vessel allows to moor
knots
Table 16 - Mooring Limitation
8.7 MOORING ARRANGEMENT
Prior mooring at Offshore Mooring buoy, all vessels to get approval from Offshore Installation
Manager (OIM) via Radio Officer of the platform.
Vessel Master to check on buoy condition such as buoy body, mooring line is in good condition
prior mooring.
All vessels should inform the radio room of the Mooring System condition before, during and
after mooring.
The maximum number of vessel can moor as per table 16. The first vessel to arrive at the
Offshore Mooring Buoy will secure the mooring line from the buoy on her bow (single moor).
The second vessel bow soft line will tie up to the first vessel stern mooring bitts (double moor).
The third vessel bow soft line will tie up to the second vessel stern mooring bitts (triple moor).
The practice of vessels securing other than tandem configuration is not allowed.
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Master of each vessel is requested to inform to Offshore Installation Manager (OIM) at site if
they observe any damage to the buoys and moorings or found unsafe to be moored on to.
OIM will communicate the same to Marine Superintendent at Regions.
The bridge should be manned at all time during the stay at the mooring buoy.
Mooring to buoy does not relieve the Master from his obligation of responsibility and good
seamanship while at the location.
Figure 17 – Mooring Arrangement
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8.8 INSPECTION AND MAINTENANCE
The following table below illustrates the frequency of the recommended inspection and/or
maintenance for each item of equipment.
EQUIPMENT TASK FREQUENCY RESPONSIBILITY
Buoy body Check structure Each mooring OIM / OSV Master
Assess paintwork Monthly OIM / OSV Master
Inspection of arrangement up to Not more than 6 months OIM / Logistic.
buoy pigtail
Anchor / Check buoy position 3 monthly (by vessel GPS). OIM / OSV Master
Anchor chains
and primary Underwater inspection and to Yearly OIM / Logistic
anchor wire retrieve by anchor handler and
inspect thoroughly. To replace worn
equipment.
Mooring rope / Visual check Each mooring OIM / OSV Master

hawser Inspection Monthly OIM / OSV Master
Consider hawser change Yearly OIM / Logistic
Table 17 - Inspection and Maintenance Schedule
Maintenance program to be captured in respective Platform Preventive Maintenance System and the
Mooring Buoy System to be treated as part of platform asset. Any missing mooring buoy or marker/
pick up buoy should be reported for replacement.
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9.0 TOWING, MOORING AND ANCHOR HANDLING
This section is applicable to towing, mooring and anchor handling activities carried out for
PETRONAS wide operation.
The objectives of this document are:
i. To ensure the safety of personnel involved in moving, towing, mooring and anchor
handling activities;
ii. To prevent damage to the environment, pipelines, sub-sea facilities and other marine
structures during all activities;
iii. To identify the responsibilities of all relevant parties involved in the execution of the
activities; and
iv. To stipulate guideline on the requirement of towing, mooring and anchor handling
equipment.
The following describes the responsibilities of key personnel involved in the moving, towing,
mooring and anchor handling operations.
9.1.1 Company Site Representative (CSR)/Company Man
i. Is the designated PETRONAS representative onboard and as such is the sole point of
contact through which all rig/barge move notifications/exterior communications will
pass. In consultation with the relevant parties, he has the ultimate authority to stop any
unsafe operations from being carried out at site.
ii. To be accountable for PETRONAS interest for the safe and efficient operation at site.
iii. To promote HSE through implementing and leading good HSE practices at the worksite
to achieve incident-free operations.
iv. To liaise with the Rig Manager/Rig Mover with regard to rig move, towing, mooring and
anchor handling activities.
v. To liaise with the Barge Master/Barge Mover/ Workboat Master and Marine Controller
with regard to barge move, towing, mooring, anchor handling and workboat activities.
vi. To liaise between contractor rig/barge personnel and the PETRONAS management
onshore.
vii. To be responsible for accepting the vessels (Tow/AHT) on/off hire figures if applicable.
viii. To be responsible for accepting the final position at the location.
ix. To obtain Location Approval Certificate (if applicable) and an overview of infrastructure
on the seabed including verified information on sea bottom conditions and any
obstructions, and disseminate this information to Rig Manager/Barge Master/Rig
Mover/Workboat master and marine controller.
x. To refer to any approved procedure and Marine Manual of Permitted Operations prior
execution. Any deviation shall require approved PETRONAS Management of Change
(MOC).
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9.1.2 Appointed marine Subject Matter Expert (SME)
i. Responsible to approve anchor pattern for ongoing and upcoming projects prior to
commencement of anchor handling activities;
ii. Responsible to screen appointment of Marine Controllers for PETRONAS.
iii. Approves deviation to existing anchor pattern in consultation with onsite PETRONAS
Marine Controller should the need arises;
iv. Liaise with PMT management on ongoing offshore activities on the need basis; and
v. His position resides in the main office as part of the operational team.
9.1.3 Marine Controller
i. To be responsible to the CSR. He should monitor and coordinate marine operations at

site and ensure that they are carried out in accordance with PETRONAS requirements;
all activities to be recorded and endorsed by Company Site Representative
(CSR)/Company Man.
ii. To coordinate when it is safe and practicable to commence operations in consultation
with the Barge Master/Rig Mover/Workboat Master and the Tow/AHT/AHTS Master
with reference to the relevant approved procedure and Marine Manual of Permitted
Operations. Any deviation shall require approved PETRONAS Management of Change
(MOC).
iii. Responsible for ensuring all marine operations are carried out safely to safeguard
people, the integrity of all subsea facilities, assets and environment including minimizing
cost impact.
iv. To adhere to the requirement on horizontal/vertical minimum distances to installations
and pipelines on the seabed for anchors and anchor wires lines as per approved anchor
pattern/plan.
v. In consultation with CSR/Company Man and PETRONAS Appointed SME, Marine
Controller may approve changes to anchor pattern to suit current operational needs.
vi. To ensure that all the operation adhered to planned procedures, international and local
regulations;
vii. To provide information and updates on marine activities as required; and
PETRONAS Marine Controller presence is required but not limited to the following:
a) All anchoring and de-anchoring activities.
b) Approaching a platform.
c) In-field towing.
d) Barge crawling within the field and in the vicinity of other barges and other subsea
facilities.
e) Salvaging operations within 500 metres of gazette area and/or close proximity to
subsea facilities etc.
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9.1.4 Rig Manager/ barge or workboat Master
i. Overall in charge of rig/barge/workboat.

ii. Retain his overall authority during the period of a location move and will decide when
it is safe and practicable to commence the operations within the limitation of Marine
Matrix of Permitted Operation (MOPO) and in consultation with the attending
Rig/Barge Mover or Marine Controller/Appointed Marine Captain.
iii. To ensure a continuous log of events is maintained.
iv. To ensure the correct deployment of competent personnel to operate the jacking
system (for jack-up rig), winches and to connect/disconnect the towing vessels.
v. To conduct Emergency Drills and Safety Meetings as required by regulatory bodies and
PETRONAS.
vi. To ensure that the minimum manning policy is complied with regard to separate marine
personnel required for marine operations such as moving, jacking, towing and anchor
handling operations.
vii. To ensure that all relevant authorities are informed of the move as appropriate.
viii. To ensure all navigation charts and publications required for the move are on board
prior to commencement of the operations.
ix. To ensure that all pre‐rig move checklists have been completed and signed off to his
satisfaction prior to jacking down (for jack-up rig).
x. Solely responsible for the safety of the rig barge/workboat and crew at all times.
xi. Responsible to the CSR/Company Man for the correct deployment and direction of
personnel during all operations on deck and other areas as per this requirement.
xii. To advise Rig/Barge Mover/Marine Controller accordingly for any changes on the draft
and trim of the rig/barge/workboat that may create a change in her characteristic.
xiii. To execute anchor handling operation in a safe and professional manner in accordance
with the requirement.
xiv. To ensure the safety of client facilities such as platform, pipeline and etc. at all times.
xv. To liaise with CSR/ Company Man in consultation with rig mover and marine controller
before any deviation from the approved plan due to unforeseen circumstances that take
place throughout the rig/barge move operation, as and when required.
xvi. To ensure that the mooring and anchor handling equipment are regularly inspected,
certified and remain in an operational condition at all times.
xvii. To adhere to the requirement on horizontal/vertical minimum distances to installations
and pipelines on the seabed for anchors and anchor wires lines as per approved anchor
pattern/plan.
xviii. To carry out/make available risk analyses.
xix. To obtain verified information on sea bottom conditions and any obstructions.
xx. To obtain verified weather and wave data.
xxi. Establish communication, inform installation about the operation status at all times.
xxii. Endeavour to use dedicated Very High Frequency (VHF) channels for communication
between installations.
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9.1.5 Positioning Surveyor
i. The Positioning Surveyor to be responsible for supplying, setting up and maintaining

the survey equipment.
ii. The Positioning Surveyor to review the move procedures, especially the positioning
tolerances, and will accurately log the units‟ position and heading throughout the
move and anchor handling operations. he/she:
a) Prepare a report that captures all the important aspects of the positioning
operations.
b) Install, if possible, any and all required navigation packages on AHT/AHTS prior to
their departure from the present location.
c) Responsible for providing constant data showing the position of the unit at all
times during the move and during anchor handling and ensure that all relevant
field data is displayed on the navigation display screens as appropriate.
d) Utilize the Differential Global Positioning System (DGPS) to ensure that the jacket,
pipeline and anchors are positioned within the target area and corridor as
specified by PETRONAS.
e) The survey team onboard the rig/barge will operate the survey system to monitor
and guide the movements of the barge and anchor handling tugs and ensure that
safety zones around existing structures and pipelines will not be entered by the
rig’s/barge’s anchors.
f) Liaise with the Rig/Barge Mover and Marine Controller with respect to navigation
equipment status and position confidence.
g) Perform system checks to prove navigation system confidence prior to
commencement of the move and at intervals during the move operation. Any
failures/shortfalls in navigation equipment shall be immediately reported to the
Rig/Barge Mover and Marine Controller.
h) Ensure that all positioning systems on the unit and AHT/AHTS vessels are
operating correctly and highlight at an early stage any positioning problems which
could delay the operations or place any assets at risk.
i) Maintain detailed logs of all movements of the unit as advised by the Rig/Barge
Mover and Marine Controller.
j) Ensure that positioning equipment set up, operations and equipment
demobilization on the unit are carried out in a safe manner;
k) Immediately report all survey related incidents to the Rig Manager, Rig/Barge
Mover and Marine Controller/Appointed Marine Captain;
l) Check and endorse the final rig/barge position.
iii. The scope of work of surveyor comprises of the following:

a) Provision of management facilities and survey related resources and preparation
of positioning and survey procedures.
b) Provision of DGPS Position system. The DGPS system should be made available
both on the installation rig/barge and minimum two associated anchor handling
tugs (where directed).
c) Provision of Barge Management System (BMS) onboard the installation barge, to
continually monitor display and record barge position, including the display of
barge and anchors relative to existing facilities.
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d) Provision of Tug Management System onboard the two (2) minimum or more
Anchor Handling Tugs (AHT‟s) to continually monitor and display the Tug position
relative to anchor drop point, as prescribed from the rig/barge, and permit all
anchor drop and recover locations to be recorded automatically on the rig/barge.
Additionally, to provide for control and display at AHT position, heading and
speed at all-time onboard the rig/barge.
e) All anchor drops and recovery positions to be recorded, plotted and documented.
f) Provision of the BMS Display to the winch operators for correct control of barge
position along the proposed pipeline (for pipelay barge).
g) Provision of portable Ultra Short Base Line (USBL) acoustic positioning system and
mini beacons to track the position of a Remotely Operated Vehicle (ROV)
deployed from the barge and to position subsea structures.
h) Provision of BMS (if required) for standalone AHT.
9.1.6 Rig/Barge Mover
i. The Rig/Barge Mover appointed is responsible for all aspects of the moving, towing,
mooring and anchor handling operation and as such his appointment should be
recorded in the logbook. All activities to be recorded and endorsed by the Rig
Manager/Barge Master.
ii. To be competent in all aspects of jack‐up (rig mover) movement including towing, afloat
stability, seaworthiness, navigation, appraisal of weather and passage planning:
a) Have suitable jack‐up experience and a working knowledge of jacking operations
(Rig Mover);
b) Review the planned routing and highlight any shallow patches, underwater
obstructions or hazards to navigation that may lie in or in the proximity of the
intended towing route;
c) To discuss the towing route with the appointed towing vessels;
d) To ensure the rig/barge is ready for the tow by inspecting the following, but not
limited to; Sea Fastenings, Mooring Systems, Tow Equipment and Arrangements,
Stability and Load Distribution, and Watertight Integrity Plan;
e) Familiar with the details of the arrival location, water depth, soil details,
anticipated penetrations and recommendations detailed within the Location
Approval Certificate;
f) Familiar with the positioning detail of the new location; platform configuration if
applicable, details of position tolerances and potential platform interference;
g) Familiar with the technical capabilities of the jacking system (Rig Mover);
h) To brief the anchor handling vessels on the procedures for the rig/barge move;
i) To execute anchor handling operation in a safe and professional manner in
accordance with the requirement;
j) To be responsible for the correct deployment of anchors associated with the
operations and should ensure that the equipment provided is fit for purpose;
k) To control the movement and actions of all vessels associated with the operations
after consultation with the Rig Manager and Marine Controller;
l) To communicate with assisting vessels on VHF radio;
m) To ensure that any and all additional marine equipment provided for mooring i.e.
pennants, shackles, anchors, etc., are certified and correctly recorded upon
deployment together with the purpose for which the equipment is deployed; and
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n) To ensure that all unused items of mooring equipment are correctly manifested
for return on completion of the operations.
9.1.7 Tow/AHT Master
The vessel Master(s) will at all-time be responsible for the safety of their crew, vessel(s), and
during towing, the safety of the tow:
i. The designated lead towing vessel will be responsible for the tow and routing while
underway and will give direction to any secondary vessel(s) involved in the towing
operation;
ii. To have a clear understanding of the operations that they are to engage in and have
input at the pre-moving meeting or be advised on its content by the Rig/Barge
Mover/Marine Controller;
iii. To confirm that all machinery and propulsion systems are operational/available and
that their vessels are adequately manned to carry out continuous 24‐hour operations;
iv. To ensure their vessels are fully stocked with fuel, lubes and other essentials for at least
7 days continuous operation or otherwise instructed;
v. To ensure that crews, when working on deck, are suitably dressed with the correct
Personal Protective Equipment (PPE) for the job at hand; Hard Hat, Safety Boots, Safety
Glasses and a Life vest, etc.;
vi. To ensure that the appropriate navigation warnings are transmitted at regular intervals
throughout the passage, to warn other vessels of the rig/barge position and progress;
vii. To continuously monitor water depth during the operations at all time and aware of the
vessel and tow draft relative to available water depth, sea height and tide;
viii. To report to the Rig/Barge Mover for any change in condition onboard his vessel that
may affect the operation;
ix. Responsible for ensuring all move and anchor handling operation is carried out in
accordance with safe working practices and observe good seamanship;
x. To ensure that all anchor handling equipment is tested, inspected and in good order;
xi. To maintain the rig/barge towed in a safe position throughout the towing operation;
xii. To ensure that the equipment/machinery is regularly inspected, certified and remains
in operating condition;
xiii. To ensure compliance with the minimum manning requirements for navigation and
anchor handling activities;
xiv. To ensure that planned operations to be performed within current provisions for
working hours and rest periods unless 24 hours’ work requirement is required;
xv. To ensure that a safe Job Hazard Analysis has been performed in accordance with the
work specification;
xvi. To ensure that passage planning is carried out and made available prior sailing out to
location while on tow; and
xvii. To comply with PETRONAS CIMMV requirements.
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9.1.8 Marine Warranty Surveyor
i. The Marine Warranty Surveyor, when in attendance, to issue a Towage Approval

Certificate when he is satisfied that the unit is secured and ready for move operations.
He or she:
ii. Monitor, approve and record the rig’s transit stability as calculated by the Barge
Engineer;
iii. Monitor and record the rig’s preload calculation and operation.
iv. Review all rig move procedures, the towing vessels and routing and provide advice and
comment as appropriate; and
v. Carry out physical inspection and approve the seaworthiness based on:
a) Internal and external integrity of the rig/barge;
b) Cargo and its sea fastening of loose items;
c) Tow/AHT involved in towage operations;
d) Documentation and certification of rig/barge and Tow/AHT;
e) Review departure and arrival stability calculations;
f) Review Operation Manual to ensure the unit is being operated within criteria set
out in the document; and
g) Review the qualifications of personnel in command of the rig/barge and Tow/AHT
to ensure they are qualified to perform the work.
9.1.9 Rig/Barge Engineer
The Rig/Barge Engineer will have the responsibility of ensuring the correct operation of the
unit’s marine systems and equipment during the operations. He or she:
i. To provide an Afloat Stability calculation prior to commencement of the move and will
provide stability calculations in the elevated and preload conditions as appropriate
ensuring that any changes to the loading and distribution of weights upon the rig are
accounted for;
ii. To ensure the correct deployment of competent personnel and establish good
communication procedures between his personnel; and
iii. To ensure that all personnel are fully briefed on their duties and responsibilities with
regards to the operations.
9.1.10 Anchor Foreman
i. To ensure that anchor handling operation is carried out in a safe manner;

ii. To ensure that the barge mooring equipment is regularly inspected, certified and
remains in an operational condition at all times;
iii. To ensure that anchor handling operations are carried out according to approved
anchor pattern;
iv. To liaise with Barge Superintendent in all areas involving anchor handling operations;
v. To liaise with Surveyor to ensure that anchor positions are in accordance with an
approved anchor pattern; and
vi. To liaise with AHT Master and control all barges, AHT and anchor movements.
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9.1.11 Hoist/Winch Operator
i. To ensure that anchor hoist equipment is in good operating condition;

ii. To monitor anchor wire tensions, footage counters and barge position during all barge
movements; and
iii. To ensure that barge remains on the proposed route at all times.
9.2 VESSEL SELECTION PARAMETER
The selection procedure for the anchor handling tug is important for the work to proceed as
planned. Selecting the wrong vessel can result in a failure with much waste of time, money
and effort. Often when there is a failure the vessel is criticized without much thought being
given to whether the vessel is actually capable of performing the work in the first place.
The following parameters to be considered in determining the suitability of vessel
specifications.
9.2.1 Towing
i. The size, type and characteristics of the vessel to be towed;

ii. The geographical area of the move with particular reference to weather patterns or
hazards and navigational difficulties;
iii. Probable duration of tow;
iv. The availability and conditions of towing vessels for the operation;
v. Propulsion availability on the tow; and
vi. Commercial pressure such as the value of the tow, the necessity to meet particular
deadlines, the tow preparation and the voyage time.
9.2.2 Anchor Handling
i. The depth of the water and the condition at the bottom of the mooring site to
determine the vessel power and winch power;
ii. Estimated maximum sea/swell height, wind force and current to determine the vessel
size, engine and thruster power;
iii. The type and weight of anchor to be used to determine the size of stern gate, size of
roller and deck space;
iv. The size, type and length of the wire to be deployed to determine vessel power, winch
power and stopper system;
v. Method of deployment either by permanent chaser/buoyed system to determine
winch power, drum capacity, stopper size and type;
vi. The need to run piggyback anchor to determine deck space and pennant storage
capacity;
vii. The need to handle extra chain to determine locker capacity and gypsy size;
viii. Barge/rig winch-type and payout speed; and
ix. The need to run specialized mooring, combination support or preload to determine
deck space, work drums, storage reel capacity and numbers of combination stoppers.
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9.3 TYPICAL VESSEL TYPE/SPECIFICATION
Towing vessel to be chosen based on a basic set of criteria which will specify the minimum
available towing force or by acceptable calculations depends on the area of operations which
may include Marine Warranty Surveyor requirements. Table 18 shows typical boat types /
specifications for a range of operations as reference to Oilfield Seamanship Volume 6 – Barge
Mooring.
NO. Rig/Barge Type and number of vessel
*1. Large semi-submersible drilling unit 2 x AHTS 12,000 BHP or
- 8 chain/wire mooring lines equivalent to 120T bollard pull
- Up to 130 metres of water depth
Open ‟ unobstructed location”
*2. Large semi-submersible drilling unit 3 x AHTS 12,000 BHP or
- 8 chain/wire mooring lines equivalent to 120T bollard pull
Obstructed location – wellheads/pipelines
3. Large pipelay barge 1 x AHTS 14,000 BHP or
- 12 wire mooring lines equivalent to 150 T bollard pull
- Up to 155 metres of water depth 1 x AHT 12,000 BHP or
- Engaged in pipe laying equivalent to 120 T bollard pull
1 x AHT 8,500 BHP or
equivalent to 100 T bollard pull
*4. Large work barge including tender/jack-up rig 2 x AHT 9,000 BHP or
- 12 wire mooring lines equivalent to 110 T bollard pull
Mooring alongside platform
5. Small work barge 2 x AHT 7,500 BHP or
- 8/10 wire mooring lines equivalent to 80 T bollard pull
Engaged in trenching/jetting
If the size of the vessel recommended is not available, two smaller vessels can be used in tandem
to assist in anchor deployment and retrieval.
*indicates propulsion assisted.
Table 18 – Typical specifications and number of the vessel require for towing and anchor handling.
9.4 TOWING OPERATION
This section describes procedures on rig move for Jack-up, Tender and Semi-Submersible Rig.
It also includes procedures on barge move when performing various engineering works at
offshore facilities.
9.4.1 Pre-move Preparation/Planning
i. In general, Rig/Barge move preparation/plan to be carried out by the Rig/Barge owner

and approved by PETRONAS Project Manager/Contract Holder; and
ii. In preparing a rig/barge move, the rig/barge owner to consider and carry out the
following.
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a) Time of the move and duration of the stay in the new location with emphasis
on expected weather and tidal conditions;
b) All towing vessels have sufficient consumables i.e. Fuel, lubricating oil, hydraulic
oil, drinking water and food for the intended duration of the move plus 25 % of
reserve (minimum 7 days);
c) Sub-sea survey report - any shallow gas, seabed obstructions, nature of the
bottom and expected penetration depth;
d) Towing route plan taking into account prevailing weather, navigation aids, en-
route, the proximity of shoals and other navigation dangers, towing draft, and
a contingency plan to cater for deteriorating weather, equipment/machinery
failure and port of refuge;
e) Prepare anchor patterns for approval for new locations, taking consideration of
departure of present location;
f) Any requirement for divers;
g) Presence of other marine units in the vicinity;
h) Stability calculation to be carried out and confirm capable to carry out the
intended job;
i) The pre-move meeting is attended by all interested parties;
j) Rig/barge owner/contractor to ensure that the rig/barge mover is onboard
prior commencing operations;
k) Vessel requirements as per Section 3 of this document; and
l) Complete the Pre-Move Plan.
m) Contingency plan
n) Possible shelter areas;
1) Localities where the rig may jack down in an emergency;
2) Availability of other vessel en-route;
3) Rig's draft under various weather conditions; and
4) Port of refuge.
9.4.2 Rig/Barge on tow
i. The rig/barge is underway once the last anchor is lifted off the bottom.
However, the Rig/Barge mover to continue to maintain control of the operation
until the anchor handling vessel disconnects the last pennant or anchor wire;
ii. The rig is then 'On Tow' and the Rig/Barge mover to clearly inform the Tug
master;
iii. When the rig is 'On tow' the responsibility of the tow rests with the Master of
the tug.
iv. To adhere the approved passage plan at all times;
v. During the tow, the angle of roll and/or pitch should not exceed those shown
on the rig’s critical motion curve. In the event these limits are approached, the
towing course and/or speed should be altered as necessary to keep the unit’s
motions from exceeding these limits;
vi. Positions will be requested from the lead tug as required. Positions will be
plotted on a navigation chart in order that any possible hazards may be
identified. The rigs overall draft to be communicated to the lead towing vessel.
A visual/radar watch is to be maintained by the lead tow vessel and attending
towing vessels and targets which may endanger the tow to be plotted;
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vii. Where the risk of collision is deemed to exist then action should be taken
according to the International Rules and Regulations for the Prevention of
Collisions at Sea;
viii. The lead tow vessel will be responsible for transmitting radio navigation
warnings on VHF and MF at suitable intervals throughout the course of the tow;
ix. The tow passage ends upon arrival at the new location. However, the rig is still
"on tow" until the first anchor is dropped; and
x. Table 19 shows Towing Average Speed using towing vessel with bollard pull
matched to tow type in weather condition where wind speed is between 15- 20
knots and sea height not more than 3 metres from ahead.
Type of Tow Towing Average Speeds
Twin hulled semi-submersible at transit draft 5.5 to 6.0 knots
Triangular jack-up unit (Three-legged type) 3.0 to 4.5 knots
Four leg jack-up 3.0 to 4.5 knots

Barges with beam to length ratio 4-5 or shaped bows 5.5 to 7.0 knots
Barges with a square hull 2.5 to 4.5 knots
Table 19 - Towing Average Speeds
9.5 TOWING ARRANGEMENT ON RIGS AND BARGES

1. The towing arrangement on rigs and barges to comply with the general requirements and
Marine Warranty Surveyor (MWS) Requirements;
2. A typical towing arrangement consists of followings; and
i. Two towing SMIT type brackets, one on each side on the bow. This type of
bracket allows for a quick release in an emergency;
ii. One chain bridle with each leg connected to the SMIT bracket by an open link.
Each bridle leg is led through a closed towing fairlead at the extreme deck
edge;
iii. The chain bridle meets at a triangular plate (Monkeyface). The angle between
the legs should not exceed 60 degrees;
iv. Pennant wires complete with sockets (usually referred to as the Towing
Pennant) connected to the other end of the triangular plate. This pennant
should be about 23 metres or 75 feet in length; and
v. The end of the Towing Pennant will have a compatible size safety shackle. This
shackle is for the purpose of connecting to the tug's towing wire.
3. The completed assembly to be inspected and approved by PETRONAS appointed Marine
Warranty Surveyors.
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Figure 18 - Towing Arrangement for rigs/barges
9.6 TOWING ARRANGEMENT ON TUG

The typical towing line arrangement on the tug should consist of, but not limited to:
1. A tow pennant of 23 metres in length. The size of the tow pennant should be equal or
bigger than the main tow wire. The use of nylon stretcher is not allowed;
2. A towing wire of 1000 metres in length. The size of the wire should be compatible with
the vessel bollard pull, minimum breaking strength being 2 times the maximum static
bollard pulls of the vessel;
3. Tow bar, gob-line, towing pillar or other arrangements to keep the towline in position and
to prevent girding the tug;
4. Suitable anti-chafe material to be fitted on sections of the wire where chafing is likely to
occur; and
5. A complete spare set of the above equipment to be physically available on the vessel.
9.7 EMERGENCY TOWING ARRANGEMENT
1. In addition to the main towing arrangement, every rig or barge to be fitted with an
Emergency Towing Arrangement;
2. This emergency arrangement may be similar to the main towing arrangement or may
consist of a single SMIT bracket/chafe chain/pennant system fitted at the same or another
end;
3. For recovery, a pickup rope (10" x 150' buoyant synthetic rope) to be connected to the
towing pennant. At the end of this pick-up rope will be a pick- up buoy; and
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4. This emergency towing arrangement to be rigged and ready for use in any inter-field tow.
It is for the purpose of keeping the barge/rig in a safe position while the main towline is
being reconnected.
9.8 TOWING CATENARY
1. Adequate vertical clearance from the seabed should be maintained to avoid damage to
tow wire. Catenary of towline varies with the length of the tow wire, tug
horsepower/bollard pull, resistance of the tow, speed, water depth and sea state.
2. A minimum length of towline is required for directional control, to get the rig out of the
tug's wake and to prevent the tug from being overrun by the rig/barge. An appropriate
length for the tow line should be determined using established criteria. Where no such
criteria have been established, the minimum required length (L) of the main tow line
should be determined from the formula;
L = (Bollard Pull (MT) /Breaking Load of tow line (MT)) X 1800 metres
9.9 PASSAGE PLANNING FOR TOWING
1. Passage planning has to be developed prior barge move taking into account the safest and
economical route and that is approved and reviewed by Marine Coordinator or in some
circumstances, a third party warranty surveyor may be present for insurance purposes;
2. The passage plan should indicate abort point, no go area and contingency plan for any
emergency. The passage route to be verified against the latest updated topo data; and
3. Before commencement of tow, all towing equipment and arrangement have to be
inspected by third party surveyor and a towing certificate issued.
9.10 INTER-FIELD AND IN-FIELD TOW

For inter-field/in-field tows, the barge/rig to be towed from a fix bridle arrangement as
described under 9.5, - Towing Arrangement on Rigs and Barges.
9.10.1 Towing using anchor wires
For short tows (less than 10 nautical miles and in good weather condition), a barge may be
towed on the anchor wire. It should be noted that when towing on an anchor wire the 'dog'
or 'pawl' on the wire drum to be engaged to ensure that the wire does not slip and to prevent
damage to the winch. Anchor winch gear clutch to be disengaged.
9.10.2 During tow passage
i. The responsibility of the tow rest with the tug master at the point when last pennant
wire or anchor wire is disconnected or in case only one AHT involved.
ii. When the last anchor is retrieved and clear from the bottom at the departure point,
throughout the passage and until the time first anchor is dropped at the final location;
a) The towing vessel to advise the Marine Controller and Barge Master on the length
of towing wire to be deployed or any alteration to that length as well as engine
power settings at all stages;
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b) During the passage, the Tug Master should continuously monitor the tow. The
Tug Master is required to advise control room of all observed, anticipated or
potential dangers to navigation and observed changes to meteorological
conditions, unusual changes to barometric pressure etc; and
c) These include but not limited to closing vessels to report at agreed intervals on
the course made good, speed and distance to go, as well as estimated time arrival.
There should be a constant exchange of information between the tug and tow on
the weather forecast, dangers to navigation, changes to draft and trim likely to
create a change in the towing characteristics and any deviation from the plan.
9.11 LOCATION APPROACH
1. Before running out anchors, PTW to be obtained from the OIM/CSR/Company Man (as
applicable) for the anchor job;
2. Although the final approach to location has been agreed and approved in the anchor
pattern, the Marine Controller may deviate from the plan as and when deemed necessary
after considering changes in the effect of environmental factors such as prevailing
weather and current and any other factor which has been anticipated in the plan. Each
deviation to be discussed and agreed with appointed marine SME prior to execution; and
3. When making an approach to site the general rule is to stem the wind and current or
whichever is dominant. This is to allow the Tow/AHT vessel maintains barge/rig position
when the first anchor is deployed and the brake is applied.
9.12 OTHER PRECAUTIONS
1. In determining a safe towing operation, the following be observed:

i. Three days (72 hours) weather forecasts will be made available prior to
commencement of operation;
ii. All openings on weather deck are to be closed and secured;
iii. All equipment on deck and loose item to be secured or lashed;
iv. Barge to have sufficient stability, bearing in mind loss of Gravity Metacenter height
(GM) due to free surface effect of slack tanks;
v. To trim barge and towing vessel at 0.5m by the stern in order to avoid towed barge
yawing during towing operation.
vi. Light and shape as outlined in the International Collision Regulation (ColRegs);
vii. Sea fastening and barge/rig towing equipment should be checked at frequent
intervals during passage; and
viii. A spare towline satisfying all the requirements of the main tow line should be kept
onboard and made readily available.
ix. Anchor handling boat to approach barge stern at safe distance to pick up barge
towing line.
x. Do not allow the crew to station at vessel stern during towing operation.
xi. Close supervision of the towing barge and wire.
2. In the event of encountering rough weather during the passage, the following to be
considered:
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i. Master of the towing boat should not allow the towing wire to be in tension
condition. Increase the tow line catenary to minimize shock load;
ii. Alteration of course and/or speed to minimize the effect of sea and swell;
iii. Pressing up slack tanks to increase stability;
iv. Keep shore informed of deteriorating conditions; and
v. Seek shelter.
vi. Monitor weather condition by taking the reading of barometer and ambient
temperature; and a close watch on the radar for the squall.
9.13 ANCHOR MOORING ARRANGEMENT
1. Anchor mooring arrangement should be designed fit for purpose and approved by an IACS
Classification Society.
2. All anchor mooring arrangement should be tested periodically by its manufacturers or its
appointed agent.
9.14 WINCHES
1. Winches should be driven independently.
2. Winch brakes should be set to hold to a load of about 60 % of the Minimum Breaking Load
of the wire above which slippage can occur;
9.15 CLOSED CIRCUIT TELEVISION MONITORS (CCTV)

When operating an anchor winch, the operator should have a full view of the dedicated winch
drum via CCTV.
9.16 TENSION METERS

1. Tension meters to be fitted for the purpose of pre-tensioning anchors and monitoring
anchor wire tensions. It is important that the Rig Mover/Marine Controller/Barge Master
to constantly monitor the tension on all anchor wires when running anchors;
2. After a barge/workboat/rig is in position, anchor wire tension has to be monitored
continuously for the following purposes; and
3. Maintaining appropriate tension to avoid chafing of pipelines or keeping vertical clearance
from anchor wires of other barges at the same location or during simultaneous
operations;
4. In rough weather, the tension on the anchor wire is one of the criteria in deciding to stop
work and pull off; and
5. Anchor wire tension to be recorded continuously on a graph to monitor the strain/load
on the wire. This information may be useful in ascertaining the life of the wire.
6. Tow and work wires to be fitted with tension and payout meters which calibrated
annually.
7. It is recommended that tension meters be fitted with audible and visual alarms at the
wheelhouse.
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9.17 FOOTAGE COUNTERS

1. Footage counters to be installed to indicate the length of wire paid out from the fairlead.
This instrument will also come in useful when marking wires for whatever purposes
including marking of spring buoy position; and
2. Footage counters to be calibrated yearly to ensure correct reading at all time.
9.18 WIRE ROPE INTEGRITY MANAGEMENT.

1. In order to provide robust and reliable evidence of the effectiveness of a wire rope
integrity management system, it is imperative to maintain and retain close observations
of each wire rope from selection to final discard. To achieve this, through-life
documentation is essential.
2. The documented management of a wire rope including but not limited to:
i. Wire certificate number
ii. Date received
iii. Date put in use
iv. Last testing date and method
v. History of use, in hours.
3. All wire ropes onboard to be stowed taking the following elements into considerations:
i. Reels to be clean, dry, well ventilated and covered;
ii. Reels to be away from excessively high temperatures likely to dry the wire rope
lubricant and away from any effects of welding/fabrication activities, chemicals,
chemical fumes, steam or other corrosives;
iii. Where reasonably practicable, reels of wire rope retained in storage for
prolonged periods should be regularly rotated (through 180º if possible) to
redistribute lubricant which may otherwise drain towards the bottom of the reel.
iv. Periodic outer layer checks should be conducted to establish that no significant
deterioration has occurred;
v. Wire ropes removed from storage should be thoroughly examined prior to being
put into service;
vi. Generally, the stock should be controlled to facilitate the use of the oldest wire
rope first.
4. The following type of wires and associated equipment to be subjected to the testing
regime as per the table below:
Type of wire Testing Regime Others
Tow wire (Main) After 5 years in service, destructive Termination preferred “Gold Nose “socket.
test for the length of at least 10 Socket to be subjected to MPI testing annually.
metres from termination. The interval Installation of the socket to be certified by an
of testing is not more than 2.5 years external inspector
after the first 5 years*.
Tow wire (Spare) After 5 years in service, destructive Termination preferred “Gold Nose “socket.
test for the length of at least 10 Socket to be subjected to MPI testing prior put in
metres from termination. The interval use. Installation of the socket to be certified by an
of testing is not more than 5 years external inspector
after first 5 years*.
Work Wire After 5 years in service, destructive Termination preferred “Gold Nose “socket.
test for the length of at least 10 Socket to be subjected to MPI testing annually.
external inspector
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of testing is not more than 2.5 years

Anchor wire (in After 3 years in service, destructive Termination preferred “Gold Nose “socket.
use) test for the length of at least 10 Socket to be subjected to MPI testing annually.
Anchor wire After 5 years in service, destructive Termination preferred “Gold Nose “socket.
(spare) test for the length of at least 10 Socket to be subjected to MPI testing prior put in
metres from termination. The interval use. Installation of the socket to be certified by an
Pennant wires Annual visual inspection by an external Socket to be subjected to MPI testing annually.
inspector. Installation of the socket to be certified by an
external inspector. Visual inspection prior to use.
Tugger wire Annual visual inspection by an external Termination to be in good condition. May be
inspector. subjected to MPI testing if deemed necessary.
Visual Inspection prior to use.
*Wires to be discarded if MBL reduces more than 20% from initial during destructive testing.
Table 20 – Testing regime of wires and associated equipment
5. Other factors to be considered for discarding wire ropes:

i. Broken Wires.
ii. Fracture of strands
iii. Corrosion
iv. Abrasion
v. Crushing damage
vi. Basket/lantern/birdcage deformation
vii. Core or strand protrusion/distortion
viii. kinks/tightened loops
9.19 ANCHOR CABLES
1. Anchor cables may be wires, chains or wire/chain combinations. Anchor wires offer
greater flexibility in anchor handling operations especially in pipeline areas and shallow
waters.
2. It is recommended to use only Regular or Ordinary Lay wires with Independent Wire Rope
Core (IWRC). Wires should be galvanized.
3. Length and size of wires vary with the type and size of the rig/barge, typically the
minimum length being 1000 metres. Pipe-lay barges, installation barges, semi-
submersible rigs, drill-ships and vessels with self-anchor laying capability usually have
longer wires.
4. The anchor end of the wire to be fitted with a closed type Spelter Socket or Gold Nose
socket. Experience has shown that this type of socket is more robust, easier to handle and
can be replaced onboard the barge. It is also specified for the purpose of standardizing
anchor handling equipment. The use of bulldog grips for making terminations is not
acceptable.
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9.20 ANCHORS
A wide variety of anchors are used in mooring rigs and barges offshore. An ideal anchor should
have the following characteristics:
1. High holding power in varying soil conditions;
2. Possess good stability in its buried position and when it is dragged through the seabed
when tensioning;
3. Capability to quickly engage and penetrate the seabed upon dropping;
4. Have a low breaking out force;
5. Lightweight and easy to handle;
6. Not prone to being damaged or causing damage to anchor handling vessels; and
7. Have no moving parts, which may be clogged or jammed in operation. Anchors fitted on
the barge/rig should be of the type and size mentioned in the specifications.
The 'FLIPPER DELTA' type is most commonly used in our operations. They have been found to
be efficient and reliable, and therefore highly recommended. High holding power anchors e.g.
Stevpris and Bruce anchors are acceptable.
All anchors to be fitted with a chain pigtail (about 4 metres long) at the crown end. This is to
provide for safer handling and avoid chafing of pennant wire, which commonly occurs if they
are fitted directly to the anchor.
Some anchors, e.g. FLIPPER DELTA and STEVIN, have a provision for changing fluke angles to
suit the soil conditions. This provision should be made to use where necessary.
9.20.1 Piggy-back Anchor
A back-up anchor, which is connected to and laid in line with the main anchor, is referred to
as a piggyback anchor. The distance between the main and the piggy-back anchor is the water
depth + 50% and in no case, be less than 50 metres. To effectively lay a piggyback anchor, the
intermediate pennant should be well stretched and the anchor to be laid in the same direction
as the main anchor.
Piggyback anchors may be required under one or a combination of the following

circumstances:
i. Where the seabed condition offers poor anchor holding ground;
ii. Where prerequisites tension cannot be achieved within a reasonable time; and
iii. Where there is insufficient ground wire owing to limited anchor wire length or anchor
pattern being restricted by pipelines or structures.
Since the laying of piggyback anchors is time-consuming and requires additional equipment,
the practice should be discouraged and carried out only as a last resort.
The use of high-efficiency anchors, like the 'Flipper Delta', will minimise the need for
piggybacks. Despite their high initial cost, experience has shown that these high-efficiency
anchors are beneficial in the long run.
When preparing for a rig or barge move, the need for piggyback anchors should be considered
so that prior arrangements can be made to acquire and transport the additional anchors and
fittings to the location.
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In laying piggyback anchors the requirements for anchoring in pipeline areas should be
complied with.
Figure 19 - Piggy Back Anchor
9.20.2 Pennants Wires
Pennants wires are used for laying and retrieving the anchor.
Pennant wire used should be similar in size and type to the anchor wires. Occasionally where
the anchor wire is small (e.g. 1-1/4 inch) then a slightly bigger pennant wire (e.g. 1- 1/2 inch)
may be used. This is because the wear on the pennant is usually greater than that of the
anchor wire.
The length of the pennant wire varies with water depth, expected anchor penetration, tide
and sea conditions, and type of anchor handling tug. As a practice pennant length for crucifix
type buoy is the water depth + 30 metres for hard sea bed and water depth + 50 metres for
soft mud conditions.
Pennant wire arrangement depends on the type of anchor buoy. For a suitcase type buoys,
the pennant consists of a single length of wire. The main disadvantage of this system is the
need to constantly change out the pennants to suit the locality. For a crucifix type buoy, the
pennant may consist of a combination of different lengths. Then it is only a matter of putting
together the correct length with minimum joints.
Pennant ends to be fitted with Gold Nose wire termination. For the suitcase buoy
arrangement, the buoy end may be spliced. In order to avoid excessive load at this end,
sufficient turns should be taken up on the work drum of the anchor handling tug before lifting
the anchor.
When a barge/rig is on tow it is important that the pennants are properly hung-off or stowed.
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9.21 ANCHOR BUOYS

Anchor buoys serve to hold the pennant wire and as a marker for the anchor position. They
come in varying shapes and sizes. An ideal anchor buoy e.g. crucifix and suitcase type should
have the following characteristics:
i. Required Buoyancy - this is directly related to the weight of the pennant. There should be
sufficient reserve buoyancy to ensure that the buoy is always visible above the water;
ii. A good balance to keep the buoy upright;
iii. Consist of several compartments;
iv. Foam filled;
v. Have rounded corners with minimal sharp edges;
vi. Have flat sides for better stability when placed on anchor handler deck;
vii. Connected to anchor by pennant wire of suitable size and length. The length of pennant
wire should be equivalent to the water depth plus maximum of 20 metres; and
viii. Painted with highly visible and illumines colour.
9.21.1 Spring buoy/parachute buoy/midline buoy
Spring Buoys are buoys that are connected to anchor-wires for the purpose of giving the latter
a vertical lift. They are used when there is insufficient vertical clearance between pipelines
and anchor-wires crossing them.
SPRING BUOY
SHACKLE
PENNANT WIRE
SHACKLE
ANCHOR WIRE HEAVY DUTY SLING
TO ANCHOR TO BARGE
NOT LESS THAN 5 M
PIPELINE
Figure 20 - Spring buoy

9.21.2 Buoy catcher
Buoy catchers are used to retrieve the anchor pennant buoys. The buoy catcher sling is
attached to a tagger winch on deck to enable it to pull the buoy clear of the water.
The recommended assembly for the buoy catcher sling should consist of the following:
i. One x 2 feet x 1/2 inch diameter chain;
ii. Two x 20 feet x 3 inches circumference wire; and
iii. One connecting ring.
All buoy catcher slings should be colour coded in accordance with the Company's procedure
for the registration, inspection and maintenance of slings and lifting tackle.
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Figure 21 - Buoy Catcher
9.22 DRAWING OF ANCHOR PATTERN

In drawing anchor patterns, the following procedures should apply:
1. Draw on an updated 1:5,000 scale survey chart. The 1:10,000 scale chart should only be
used if the 1:5,000 scale chart is not available for the field. If other barges are in the field
or are expected to be in the field, then the chart used should show their anchor patterns.
PETRONAS project owner to ensure that correct charts are given to the contractors. These
charts are to be obtained from PETRONAS Exploration Division through the project focal
and relevant parties for International Operations;
2. Draw to the correct scale;
3. Show the barge, the anchor position with their numbers, direction and distance from the
barge. Additionally, distance from obstruction and/or pipelines; and
4. Where anchor cable/s cross pipeline/s, show the touchdown TENSION (Kips) at the
crossing and the touchdown POINT at 9.1 MT (20 Kips) and 27.3 MT (60 Kips). (2.2 kips =
1 MT).
9.23 FACTORS TO CONSIDER FOR ANCHOR PATTERN

i. Keep the pattern symmetrical to maintain even load distributions;
ii. Scope of work of the barge;
iii. Barge position - it is recommended to keep to leeward side of the platform, head into
predominant swell and/or weather, and crane reach;
iv. Length of wire required - depends on water depth, nature of the bottom of the site;
v. Gangway positions and access to the platforms;
vi. Expected weather, tide and current;
vii. Time of move and duration of stay;
viii. Helicopter access;
ix. Presence of other barges in the vicinity;
x. Minimal use of soft moorings;
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xi. Supply vessel and crew boat access; and

xii. Comply with the anchoring restriction requirements
9.24 ANCHOR PATTERN APPROVAL

All vessels that are required to anchor within the vicinity of platform, pipeline or installation
to seek anchor pattern approval from PETRONAS Marine Subject Matters Expert or any other
assigned person prior to carrying out anchor deployment.
9.25 EARLY SUBMISSION OF REQUEST

All anchor patterns request to be submitted well (minimum 14 days prior to mobilization) in
advance to PETRONAS Marine Subject Matters Expert or any other assigned person to avoid
any delays in approval.
9.25.1 Supporting document
The request to be submitted with the following supporting documents:
i. Approach to location;
ii. The sequence of anchoring;
iii. Anchor touchdown catenaries;
iv. Anchor wire size/tension;
v. Spring buoy location (parachute/damage protection buoy);
vi. Type of anchor/weight;
vii. Anchor handling boats Brake Horse Power (BHP);
viii. Working winch capacity/date last tested;
ix. Type of seabed;
x. Mooring procedures; and
xi. Contingency Plan/Emergency Pull Out due to:

i. Adverse Weather; and
ii. Emergency situation on the platform
9.26 ANCHORING RESTRICTION

i. The positioning of anchor to conform to the mandatory distances requirements;
ii. Minimum distances to be met after allowing the anchor to set in until it reaches the
ultimate holding capacity or after pre-tensioning of the anchor has been performed;
iii. If it is necessary to run an anchor wire over a pipeline/underwater
telecommunication cables, the anchor wire catenary calculation should be consulted
and appropriate anchor support i.e. parachute buoy to be used; and
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iv. In preserving the environment, coral communities to be avoided.
9.27 ANCHOR POSITION CROSSING PIPELINE

1. The distance between an anchor and closest pipeline/underwater telecommunication
cables is not less than 150 metres (figure 22); and
2. The distance along anchor wire from the crossing point of closest pipeline/underwater
telecommunication cables to anchor not less than 220 metres (figure 22).
Figure 22 – Anchor position crossing pipeline
In the event of the above requirements cannot be achieved, clarification and approval to be obtained
from the PETRONAS Marine Subject Matter Expert.
9.28 ANCHOR POSITION BETWEEN BARGE AND PIPELINE

1. Distance between an anchor and closest pipeline not less than 100 metres (figure 23; and
2. If water depth more than 100 metres, the distance is equal to the depth of the water.
Figure 23 - Anchor position between barge and pipeline
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9.29 ANCHOR WIRE PARALLEL TO PIPELINE

Distance between anchor and pipeline is not less than 150 metres (figure 23).
9.30 ANCHOR POSITIONING IN THE VICINITY OF STRUCTURES

i. When anchors are positioned in the vicinity of existing marine structures, a minimum
of 150 metres horizontal clearance from the structures to be maintained. (figure 24);
and
ii. A minimum of 5 metres to be provided between anchor wires and any part of a
platform or associated structures at all time.
Figure 24 - Clearances from Structure
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9.30.1 Anchor wires crossing existing pipelines
1. Anchor wires crossing pipelines within the elevated section of the catenary to at all
times maintain a vertical clearance of not less than 5 metres (figure 25).
Figure 25 – Vertical Clearance from pipeline
2. Anchor wires crossing abandon pipelines beyond the elevated part of the catenary to
have an adequate length of ground wire before the crossing point on the pipeline.
3. The length of ground wire from the touchdown point to the crossing is not less than
100 metres (figure 26).
Figure 26: Length of Ground Wire
9.31 CONTINGENCY PROCEDURES

Contingency procedures for every foreseeable anchoring difficulty to be included as part of
the anchoring procedure:
1. For retrieval of an anchor when anchor wire has parted;
2. For retrieval of an anchor when pennant wire has parted/entanglement;
3. For retrieval of drifting (runaway) pennant buoy;
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4. To ensure safe mooring of the vessel in bad weather;
5. In the event of anchor(s) drags; and
6. For escape in the event of an emergency. The barge to be able to clear the location of the
platform independently.
9.32 EXTENDED ANCHORING OPERATIONS WORKING HOURS

1. Ideally anchoring operations is carried out during daylight with 1 set of crew. However, it
can also be carried out in 24 hours operation if 2 sets of independent crew are available
onboard barge and AHT;
2. For the case of single shift manning, is allowed to work a maximum of 14 hours to avoid
fatigue issue. CSR/Company Man to conduct risk assessment if working more than 14
hours;
9.33 TRANSFERRING ANCHOR FOR RUNNING

All works involving decking/lowering and connection/disconnection of the anchor from the
AHT, AHT vice versa Barge/workboat/rig shall be carried out at least 100 metres from pipelines
or subsea installation.
9.33.1 Crucifix type buoy
If the anchor is detached to the anchor wire
i. The anchor, its pennant wire (secondary and primary) and the buoy are transferred
to the AHT by barge crane;
ii. Connect secondary pennant wire (length depending on water depth) to the work wire
and spool it into the drum; the last set being the primary pennant which will be
connected to the anchor at the chain pigtail;
iii. Once connected take up the slack on the pennant;
iv. The barge then will pass the end of anchor wire and the AHT will pick up by means of
tugger wire and align and secure its socket at the shark jaws;
v. Connect the anchor to anchor cable; and
vi. The AHT takes the anchor on its deck or secures it against the stern roller for running.
If the anchor attached to the anchor wire

i. The secondary anchor pennant wire (length depending on water depth) and the buoy
are transferred to the AHT barge crane;
ii. Connect the secondary pennant wire to the work wire and spool them into the drum;
iii. The barge will then pass the primary pennant wire either by barge crane or AHT tugger
wire;
iv. Align the primary pennant wire at the shark jaws and secure it at the socket. The
secondary pennant wire can now be connected to the primary pennant wire;
v. The barge will slack away the anchor cable gradually;
vi. The AHT takes the weight of the anchor; and
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vii. The AHT takes the anchor on its deck or secures it against the stern roller for running.
9.33.2 Suitcase type buoy
i. The buoy is transferred to AHT by using barge crane;

ii. The buoy is then lowered next to the AHT stern roller. AHT deck crew pick up the end
of the pennant wire and connect it to the work wire;
iii. The barge slacks away the anchor wire gradually while the AHT crew spools in the
pennant wire and takes the weight of the anchor; and
iv. The AHT takes the anchor on its deck or secures it against the stern roller for running.
Figure 27: Transferring anchor for running
9.34 RUNNING ANCHOR

1. The AHT will proceed to approved anchor coordinate while maintaining slight tension
on the anchor wire so as to ensure no bight is formed on the anchor wire. This is also
to ensure the belly of the anchor wire is not being dragged on the seabed especially
when subsea facilities are present;
2. Barge should constantly check on the wire tension by means of remote winch tension
meter and advise AHT accordingly;
3. Position of the barge is monitored using BMS. Anchor foreman instruct AHT to adjust
her course and speed if needed;
4. Once the bottom is clear of pipeline or cable the anchor is held below stern roller for
dropping. At about one ship’s length to location, the AHT will reduce her speed. Once
the AHT is on target, the barge will apply the brake on the winch and the AHT will
commence lowering the anchor to the seabed;
5. When lowering the anchor, the AHT will maintain her forward movement. This is to
ensure light tension on the pennant wire as well as the anchor wire. Kinks and fouling
of wires to the anchor can be prevented;
6. The AHT will continue paying out the pennant wire. Once the anchor is at the bottom
there should be no headway and the pennant wire is straight up and down, the
position is then recorded;
7. Recheck the position of the anchor and if everything is satisfactory cast off the buoy
into the water;
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8. When the anchor hoist operator is satisfied that the anchor is firmly set in the seabed,
the tension of the anchor wire is gradually increased to its working tension. He is also
to confirm that the anchor is holding before sending the AHT to her next task;
9. The amount of anchor wire paid out and the horizontal distance from fairlead derived
from survey positioning equipment is then recorded. A comparison of these distances
will be used to determine any anchor slippage;
10. At least one and a half layer of anchor wire should remain on the winch drum; and
11. After all anchors are set and before moving the barge to its working position, the
anchors should be pre-tension. If the anchor drags, redeploy and test the holding
capacity. When working adjacent to the platform, the tension on the anchor wire
should not exceed this tested tension.
Figure 28: Running of Anchor

9.34.1 Running anchor under platform bridge
There are times where the anchor is required to run under the bridge especially in a congested
area in order to maintain an even spread of anchors holding the barge. Should it be necessary
to run anchor under the bridge the following method to be used:
i. NO SUBSEA INSTALLATION IN VICINITY AND AWAY FROM JACKET LEG
ii. The AHT run the anchor as usual and drop the anchor immediately under the bridge
together with the buoy;
iii. The AHT will proceed to the other side of the bridge and retrieve the buoy and anchor;
and
iv. The anchor is then run to its intended position.
Subsea installation in the vicinity and close to jacket leg

i. Transfer the anchor, anchor buoy and its pennant wire to the AHT. The pennant wire
is spooled into the winch;
ii. The AHT will proceed to the other side of the bridge;
iii. A small line handling vessel is employed to run a polypropylene messenger rope
connected to the anchor wire;
iv. This messenger rope is passed to the AHT to pick up the anchor wire. Alternatively, if
second AHT is available the anchor wire is towed close to the bridge and a pass the
anchor wire to the other side of AHT by means of messenger rope; and
v. The anchor wire is now connected to the anchor and runs to its intended position.
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9.34.2 Static running of anchors
In cases where it is not possible to maintain the required minimum vertical clearance from a
subsea obstruction in shallow water, despite running wires under tension. In such situations,
the anchor wire to be run static as follows:
i. The anchor buoy and pennant wire are transferred to the anchor handler. The anchor
is located on the deck of AHT and disconnected from the anchor wire. Sufficient length
of anchor wire is spooled onto the work drum to reach the target location;
ii. AHT pays out the anchor wire as she proceeds towards the anchor location; and
iii. Once the vessel is on location, the anchor is connected to anchor wire and gradually
lowered to the seabed with little headway on the AHT.
9.35 DECKING OF ANCHOR

1. Anchor always be decked, before running across pipeline(s). When an anchor is
brought on deck, it should be placed forward of the anchor handling tong/jaws with
the anchor wire locked in. However, the weight should be taken by the work wire and
not by the tong/jaws; and
2. It should be appreciated that with the anchor on deck when running anchors, the
catenary of the anchor wire is lesser than when the anchor hangs below the stern
roller. While this helps to elevate the base of the catenary, it also reduces the shock-
absorbing effect of a good catenary. It also reduces the manoeuvrability of the vessel.
Special caution to be taken to avoid any shock load while running the anchor.
Figure 29: Decking of Anchor
9.36 CASTING OF BUOY

9.36.1 Crucifix type buoy
i. Raise the shark jaws and slack away the pennant wires until the socket on the last set
of pennant wire rests on it;
ii. Connect the buoy chain pigtail to the end of pennant wire;
iii. A slip hook is connected to the work wire is then attached to pennant wire;
iv. Take the weight on the work wire and lower the shark jaws; and
v. To pay-out the work wire until the slip hook and the buoy is released.
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If Triplex shark jaws are used, omit step 3 to 5. Manoeuvre the vessel to slack away pennant
wire. Then lower the shark jaws to release the buoy.
9.36.2 Suitcase type buoy
i. A slip hook connected to the work wire is attached to the pennant wire;
ii. Payout pennant wire until the end is at the stern. Connect the tripping wire to the slip
hook; and
iii. Continue to pay out the work wire, as the tension on the tripping wire will release the
end of pennant wire from slip hook.
Figure 30 - Casting of pennant wire of suitcase buoy using slip hook
9.37 SOFT MOORING TO JACKETS LEG

1. The need may arise to make fast one or more line to jacket leg to hold the barge. This is
because it is impractical to deploy the anchor especially in congested areas;
2. All soft moorings to jacket legs have to be incorporated in the anchor pattern and approved
by PETRONAS Marine Subject Matters Expert prior approval the following criteria to be
met;
i. The number of soft mooring is determined by maximum mooring load the platform is
able to take;
ii. Verify that the load is within acceptable limit;
iii. The soft mooring should consist of a weak link where the breaking strength not
exceed 75% of the allowable structure strength of the facilities;
iv. Under no circumstances a wire rope is loop directly around jacket leg as it will chafe
thus damage the leg and the wire also may come apart;
v. Means should be provided to secure the line in a figure of eight configurations to allow
for fast retrieval during an emergency and for tending the line during rising and falling
of tide; and
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vi. The sequence of retrieval during emergency pull out should be addressed to all
concerned parties.
3. Job Hazard Analysis to be provided involving all personnel engaged in the operation; and
approve by the structural engineer and OIM.
9.37.1 Deployment of soft mooring
For deployment of soft mooring to jacket leg, the following procedure to be used:
i. Upon setting up a sufficient number of anchors, the barge to detach the anchor, buoy
and pennant wire from the anchor wire intended to be used;
ii. Move the barge closer to the platform by means of heaving up and slacking the anchor
wires;
iii. The derrick crane will pick up the end of anchor wire complete with soft mooring
arrangement. Alternatively, a stand-by boat could be used to transfer the line;
iv. The soft mooring is looped around the accessible jacket leg by personnel stationed on
the platform; and
v. Tension not exceeding allowable load will slowly be applied to the soft mooring line.
9.38 PRE-TENSIONING OF ANCHOR WIRE

1. Anchor Wire pre-tensioning should be done after setting all anchors. Anchors wire are
pre-tension in excess of their normal working tension to allow for environmental load on
the mooring system;
2. Working tension varies with the type of barge. In general, upon deploying anchor, the
tension of 6.8 to 9.1 MT (15 to 20 Kips) to be applied to ensure that the anchor digs in;
3. When all anchors are deployed, the tension of each wire is increased to 13.6 MT (30 Kips)
diametrically opposite the anchor;
4. Monitor the tension meter and the amount of wire reeled in. Steady meter reading on a
particular test tension indicates that the anchor is holding;
5. The tension is further increased to 18.2 MT (40 Kips) or 50 % in excess of their working
tension whichever is greater;
6. After reaching the minimum test tension, each wire is reduced to its normal working
tension; all the above to be recorded and endorsed by CSR.
7. In the area where bad holding ground is anticipated, the process is the same except that
the anchor to be allowed to soak in at various stages of tensioning. It requires close
monitoring of which duration varies between 30 minutes to 6 hours depending on the
seabed condition. The anchor needs to be redeployed if there is indication that it is
dragging; and
8. After redeploy and if the anchor is still dragging, the use of piggyback anchor should be
considered.
9.39 ANCHOR RETRIEVAL PROCEDURE

9.39.1 Recovery pennant buoy (suitcase buoy)
i. The AHT proceeds to designated anchor buoy;
ii. AHT will back up to buoy and the deck crew will pick-up pennant wire;
iii. The pennant wire is finally connected to the work winch; and
iv. Heave up on the work winch until anchor on-board the AHT deck.
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9.39.2 Recovery of pennant buoy (crucifix buoy)

i. AHT proceeds to designated anchor buoy;
ii. AHT will back up to buoy and the deck crew will pick-up buoy by means of buoy
catcher connected to tugger wire;
iii. Once the buoy is on deck the guide pin is raised to centralized the pennant wire;
iv. Keep heaving until pennant socket is slightly forward of shark jaws/karm forks. Engage
the shark jaws/karm forks then slack off tugger wire to secure the pennant socket at
the shark jaws/karm forks; and
v. Disconnect the buoy from pennant and connect the work wire to it. The anchor is now
ready to break out.
Figure 31: Retrieving Crucifix Anchor Buoy
9.39.3 Use of anchor chaser
i. There are few alternatives employed to retrieve anchor without pennant line in the event
the pennant line parted; and
a) The barge may self-pick the anchor by moving it in the direction of the anchor; or
b) Passing the anchor wire to the AHT, connect it to the work wire and recover the
anchor. (This technique is tedious and time-consuming).
ii. The most common method is by stripping out the anchor wire by means of a suitable
chaser. However, care should be taken as this method imposes very much higher strains
on chaser pennant wire as well as on the work wire. When this method is employed, the
following procedure to be adhered to:
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a) Take careful note current set and wind direction which might set the AHT off the
anchor wire when stripping;
b) Pre-calculate the amount of wire needed for that water depth to achieve correct
chaser pennant wire length of one half or twice the water depth;
c) Predetermined type of sea bottom and whether the anchor has achieved full tension
test;
d) The barge is moved away from the platform, hold in position by compensating tension
on other anchor wires;
e) Slack away the anchor wire, a section of the wire is placed on the AHT deck and slips
the chaser into the anchor wire;
f) The chaser assembly (chaser and pennant wire connected to the work wire) takes the
weight of the anchor wire before releasing the section of wire;
g) Slack away the work wire to lower the chaser into the water and align the AHT along
with the anchor wire bow towards the anchor;
h) The barge will pick up tension gradually on the anchor wire to a limit below than that
of the test tension;
i) Commence stripping out the anchor wire and give particular attention on the strain
of the pennant wire (Strain increases as the chaser closes to the anchor);
j) Before breaking out the anchor, the chaser tug will attempt to slip the chaser into the
anchor shank and position itself based on the prevailing weather and availability of
nearby facilities;
k) Chaser tug breaks out the anchor by applying tension on the work wire and if
necessary use main engine to give required force. A sudden slack on the anchor wire
is an indication that the anchor breaks out from seabed; and
l) Slack on the anchor wire slightly and lift the anchor up.
9.40 PERMANENT CHAIN CHASER (PCC) SYSTEM
PCC is the other method used to deploy and retrieve the anchor. The use of this system of
deploying and retrieving anchors imposes very much higher strains on the pennants and work
wires than normal buoyed systems.
9.40.1 Preparation for running the anchor
i. Barge/rig crane lowers pennant wire;

ii. Vessel crew attaches tugger wire to lazy strop. Crane wire to slack off so that pennant
wire end is below stern roller; and
iii. Connect the pennant wire to the work wire and spool them into the drum until the anchor
has been heaved up hard against the roller.
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Figure 32: Preparation for running the anchor (PCC system)
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9.40.2 Running the anchor
Running of the anchor is similar to item 9.34 of this section.
Figure 33 - Running of anchor (PCC system)

9.40.3 Stripping of chaser and passing pennant back to the barge/rig
i. Once confirmed that the anchor is holding, the chaser to be stripped off and send back
to the barge/rig;
ii. Work wire to be shortened up to 1.5 times of water depth and the AHT turned around
through 180º and exactly back over the line of the chain;
iii. Work wire to be kept under very low tension during this manoeuvred;
iv. Chaser is now pulled off from the anchor and towed back to the barge/rig;
v. The chaser can be felt when it’s clear the anchor by the following;
a) A steady very low tension on work wire;
b) A steady tension on anchor lines; and
c) When chaser is on the chain and moving freely the work wire will “jump” in
rhythmic motion as the chaser is towed along. The winch operator on the
barge/rig may feel the chaser moving on the chain.
vi. When approaching the barge/rig, the vessel head to 180º when about 3 vessel length;
vii. Commence shortening of work wire and the vessel continue coming astern in line with
the anchor cable; and
viii. Move the vessel sideways clear of the anchor cable towards the pennant pick up
position under the crane.
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Figure 34 - Stripping of chaser (PCC system)
9.40.4 Retrieving/breaking anchor (PCC system)
i. Take chaser pennant on deck and connect to work wire. The vessel moves off from the
barge/rig in line with the anchor wire;
ii. As the vessel approaches the distance calculated chain length from barge to anchor,
water depth, work wire length, be ready to ease down on the power;
iii. Work wire will stop twitching when the anchor is reached and the chaser comes onto
anchor; and
iv. Shorten in the work wire to 1.5 times water depth and keep steaming slow ahead while
barge/rig is slacking off tension on the anchor cable (15 metres). Upon slacking of the
cable to 15 metres, increase engine power to halfway ahead. When the tension drops
the anchor is pulled out of the ground.
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Figure 35 - Retrieving anchor (PCC system)
9.41 SAFE WINCH OPERATIONS
1. HSE is the most important element in any winch operation. The winch operator should
always take the necessary safety precautions required to prevent injury to him or
others; damage to the environment and property; and
2. Tabulated below is a list of the most common safe operation practices. Specific work
situations may require additional precautions.
i. Read and understand the winch operation manual before attempting to
operate the unit;
ii. Only trained (attended the rigging and slinging course) and experienced persons
be allowed to operate a winch;
iii. Do not use the winch for hoisting or lowering people;
iv. During operation concentrate on using correct procedures. A moment of
carelessness can allow the accident to happen;
v. Stay clear of wire ropes during operation (barricade). Do not operate the winch
if there are people near wire ropes, winch drums, level- winders (Spoolers) or
other moving parts;
vi. Never leave the winch unattended when the drive motor is running;
vii. Never climb onto the winch when the motor is running;
viii. Inspect wire ropes and attachments before operating;
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ix. Replace any damaged wire rope or attachments before operating the winches
per standard industry practice;
x. Wear appropriate protective equipment during both operation and
maintenance;
xi. Use only the specified diameter wire rope;
xii. Do not exceed the winch load rating. Exceeding the load rating can damage the
winch and cause accidents;
xiii. Do not exceed rated line speeds. This can also damage the winch and cause
accidents;
xiv. Avoid excess side loading;
xv. Always leave a minimum of one full layer of wire rope on the drum;
xvi. Clean greasy or slippery deck around the winch;
xvii. Never operate with winch guards removed. All guards to be securely fastened
before operating. Make this the final step in winch maintenance along with the
removal of all tools and/or test equipment;
xviii. Never use the drum pawl to stop winch drum rotation. Such practice will create
sudden shock loads on the wire rope and winch drive, and it could severely
damage the winch or break the wire;
xix. Always stop the winch drive motor for any lubrication work;
xx. Maintain regular and systematic inspection of the winch;
xxi. Maintain regular and systematic winch lubrication; and
xxii. (Maintain communication during all winch operations. Always maintain back-
up communications. Instructions should be clearly understood and repeated
before an operation is carried out.
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10.0 BIBLIOGRAPHY
In this PTG, reference is made to the following Standards/Publications. Unless, specifically

designated by date, the latest edition of each publication should be used, together with any
supplements/revisions thereto:
PETRONAS TECHNICAL STANDARDS

Title Number
Medical Emergency Response PTS 18.15.01
Guideline on Health Assessment for Fitness To Work PTS 18.13.01
Load out and Sea Fastening PTS 37.19.10.41
Management of Fatigue in the Workplace PTS 18.13.03
Offshore Support Vessel & Marine Support Craft Vetting Procedures PTS 20.11.01
Safety Requirements for Mobile Offshore Units PTS 20.02.01
Ship Vetting and Audit PTS 20.10.01
INTERNATIONAL STANDARDS
Title
International Convention for the Safety of Life at Sea (SOLAS)
Standard of Training, Certification and Watch Keeping for Seafarers (STCW)
IMO Guidelines for Safe Ocean Towing MSC/Circ. 884 21 Dec 1998 (IMO)
Maritime Labor Convention 2006 (MLC)
International Convention for the Prevention of Pollution from Ships (MARPOL)
Merchant Shipping Ordinance 1952, MSO 1952
PUBLICATIONS
Title
OILFIELD SEAMANSHIP
VOL. Three by Michael Hancox Anchor Handling
OILFIELD SEAMANSHIP
Vol. Five by Michael Hancox Barge Moving
OILFIELD SEAMANSHIP
VOL. Six by Michael Hancox Barge Mooring
Internal
APPENDIX 1: MARINE MANUAL OF PERMITTED OPERATIONS (MOPO)
MARINE Manual Of Permitted Operation (Marine MOPO) 2017 Rev 1
Failure of Mooring / Anchor Handling Equipment.
NO navigation/indicator lights on platform/buoy.
Simultaneous Activities (in the same location /

Significant wave height / swell between 1.5m to
Working period exceeding STCW 95 Regulation.
Inadequate SWL for lifting assembly e.g. crane,
Lost of fire fighting capability on board vessel.
Limitation on main propulsion / redundancy /

Lost voice link to OSV associated with activity.
Non-compliance to Safe Manning Certificate.

Safeguarding System and Equipment
approaching/leaving offshore facilities.

NO Tow Master or MC or BMS /TMS on
Damaged platform boat landing/swing

Damaged lifting slings / strops / straps
Significant wave height / swell < 1.5m.
Significant wave height / swell >2.5m.

NO PILOT for berthing/unberthing at
Lost of Primary Navigational Aids.
Helicopter operation in-progress.

Notice to Master
Activities requiring radio silence.

Communications / Navigation
THIS MARINE MOPO DOES NOT OVER-RIDE THE MASTER'S
Manning and Competence
Diving operation in-progress.

Horizontal Visibility <500m.
Wind 15 knots to 25 knots
DECISION TO STOP A JOB IF HE THINKS IT IS UNSAFE IN LINE
Operating Conditions
Lightning in the vicinity.
Hot Work in-progress.

WITH PETRONAS REQUIREMENTS AND SOLAS REGULATIONS
Night-time operation.
Sea Current > 2 knots.

Sea Current ≤ 2 knots.
Geophysical activity.
power generation.
Platform Status
ROV in operation.
Fire Protection
Power System
Wind <15 knots.
Wind >25 knots.

NO PA system.
port/terminal
rope/fender
wire etc.
field)
2.5m.
ACTIVITIES
A VESSEL OPERATIONS
SNATCH LIFTS / CARGO TRANSFER BY STATION KEEPING
1 Lift supply to facilities 1 10 NA NA NA 4/11 11/13 6/12 11/13 NA
Supply to platform and drilling facilities (hose handling or crane operation)
2 vice versa
Supply from OSV to OSV/barge/workboat (hose handling or crane 1 10 NA NA NA 4/11 11/13 6/12 11/13 NA
3 operation) 1 10 NA NA 4/11 11/13 6/12 11/13 NA
BULK TRANSFER (MOORED)
4 Bulk supply to/from facilities or from OSV to OSV/barge/workboat 1 10 NA NA NA 13 13 6/12 13 NA
PERSONNEL TRANSFER
5 Personnel swing rope transfer to/from fixed structures 1 10 NA NA NA 4/11 11/13 6/12 11/13 13 13
6 Personnel
Boat basket
to boat transfer
swing to/from
rope transfer vessel
(OSV to fixedfacilities
to mobile structurese.g. 1 10 NA NA NA 4/5 5/11/13 5/6/12 11/13 NA 13 13
7 workboat/barge) 1 10 NA NA NA 4/11 11/13 6/12 11/13 NA 13 13
8 Boat to boat basket transfer (OSV to mobile facilities e.g. workboat/barge) 1 10 NA NA NA 4/5 5/11/13 5/6/12 11/13 NA 13 13
9 Conventional gangway transfer 1 10 NA NA NA 4 13 6/12 NA 13 13
10 Motion compensated gangway transfer 1 10 NA NA NA 4 11/13 6/12 NA 13 13
BUNKERING
Bunker vessel to/from vessel STS (OSV to mob facilities e.g.
11 workboat/barge) 1 10 NA NA NA 4 13 6/12 11/13 NA 13 13
12 Bunker vessel to/from fixed structures 1 10 NA NA NA 4 13 6/12 11/13 NA
ANCHOR HANDLING AND TOWING
13 Towing operation 1 NA NA 13 4 4 13 NA NA 13 NA
14 Anchor handling/connecting towing bridle - Vessel < 100 ton BP 1 NA NA NA 13 2 4/11 13 2/12 NA 3/14
15 Anchor handling/connecting towing bridle - Vessel > 100 ton BP 1 NA NA NA 13 2 4/11 13 2/12 NA 3/14
STANDBY DUTY
16 Standby vessel (non-emergency) 7 NA NA NA NA NA NA 3/13 3/13 3/13 NA NA 3/14 13
WORKBOAT/BARGE
Workboat/barge OPERATION
mooring operation to fixed platform leg (incl. soft
17 mooring) 1 NA NA NA 13 4 13 NA
18 Workboat/barge gangway installation to fixed platform 1 NA NA NA 13 4 13 12 NA
19 Workboat/barge pull-off operation from platform 1 NA NA NA 4 13 2/12 NA
OFFSHORE MOORING BUOYS
20 Mooring to offshore buoy (Tying Up) 1 NA NA 8 4 13 NA 13
21 Cast-off from offshore buoy 1 NA NA 8 4 13 NA 13
DIVING/ROV OPERATIONS
22 Diving/ROV vessel activities NA NA NA NA 4 13 12 9/13 NA NA
SURVEY VESSEL
23 Survey vessel activities (e.g. side scan, pipeline survey, seismic survey) NA NA NA NA NA NA 4 13 13 NA NA 13 NA
24 Soil boring activities NA NA NA NA NA 4 13 13 NA NA 13 NA
B OFFTAKE TANKER OPERATIONS ( at SBM/FPSO/FSO/FLNG etc.)
1 Offtake personnel transfer to/from export tanker NA NA NA 4 13 12 NA NA
2 Mooring activities 1 NA NA 12 8 4 13 13 NA
3 Export hose handling activities NA NA 4 13 13 NA
4 Cargo transfer operation NA NA NA 4 13 13/14 13/14 13/14 NA
5 Personnel transfer to/from SBM NA NA NA NA NA 4 13 12 13 NA
6 Static Tow NA NA 8 NA 13 13 14 NA
C RIG MOVE OPERATIONS
1 Jack up Rig - Final approach to soft pin near fixed structure 10 NA NA NA NA 4 13 11/13 NA 13 13
2 Jack up Rig - Final approach to soft pin in open area 10 NA NA NA NA 4 13 11/13 NA 13 13
3 Semi-sub / Drillship - approach and anchor handling in shallow water 10 NA NA NA NA 4 4 13 13 13 2/12 11/13 NA 13 13
4 Semi-sub / Drillship - approach and hook up in deep water 10 NA NA NA NA 4 4 13 13 13 11/13 NA 13 13
5 Tender Rig - final approach & pre-tensioning 10 NA NA NA NA 4 13 2/12 11/13 NA 13 13
6 Rig move out from fixed structure (spud can freed) 10 NA NA NA 4 13 13 2/12 11/13 NA 13 13
D MARINE MAINTENANCE ACTIVITIES
1 Above surface inspection/maintenance - LCT buoy etc. NA NA NA NA NA NA NA 4 13 12 11/13 NA
2 Export hose inspection/maintenance NA NA NA NA NA 4 13 12 11/13 NA
3 Lifeboat/TEMPSC/Rescue Boat Sea trial NA NA NA NA NA NA
Internal
Definitions:
BARRIERS: Controls that exist for normal operations. Legend:
ACTIVITIES: Activities carried out under normal operations. Combination allowable with normal procedures
Offshore Support Vessel (OSV) : All types of offshore vessel which is self-propelled. Allow with restriction
1. Maintain continuous UHF and VHF communication. Activity not permitted in this circumstances
2. Activities require 24 hours operations shall have a minimum of 2 sets of crew and/or Working Hours as per MLC 2006 requirement. NA Not Applicable
3. Outside of the 500m zone of the platform.

4. Subject to site assessment by Master e.g. OSV size, specification, weather pattern at site, etc.
5. Man rated crane and Permit To Work (if required) in placed.
6. Only single operation is to be permitted on board the vessel, e.g. Bunkering or snatching or basket transfer and etc., if required a joint risk assessment shall be
conducted by OIM and Master of the vessel & risk reduced to ALARP.
7. Other means of communication, e.g. portable radio, satellite phones, hand phones.
8. Refer to local port requirement.
9. Upon Diving Superintendent discretion provided risk assessment has been carried out & risk reduced to ALARP.
10. Secondary means of Navigational Aids available and reliable e.g. radar, echo sounder, gaps, gyro, etc.
11.Vessel able to maintain/hold stationary position using less than 45% of it's propulsion power.
12. Subject to proper illumination and Master's and / or OIM approval provided risk assessment has been carried out & risk reduced to ALARP.
13. Upon Master's or/and OIM discretion provided risk assessment has been carried out & risk reduced to ALARP.
14. Be cautious and alert. Continue to monitor the weather condition and Stop Work if required.
REMARK : For Geophysical activities, it will govern by IAGC (International Association Geophysical Contractors) & IAOGP
(International Association Oil and Gas Producer) Guidelines.
Any interfacing activities between geophysical and non-geophysical operation, MOPO will supersede.
Any other activities not listed above shall have their own Site Specific Procedures and Risk Assessment endorsed by PCSB AA
Reference:
A. SOLAS (Safety of Life at Sea) 1974
B. MSO (Merchant Shipping Ordinance) 1952
C. COSWP (Code of Safe Working Practice) for Seaman 1998
D. STCW (Standard of Training, Certification and Watch keeping) for Seafarer.
E. ISM (International Safety Management) 1994
F. IAGP
G. IAGC
H. IMCA (International Marine Contractors)
I. UNCLOS (United Nations Convention of The Law of The Sea)
MOPO 2017 Rev 1
Internal
APPENDIX 2: SAMPLE OF UNANNOUNCED / PRE HIRE VESSEL HSE INSPECTION
SHIP’S NAME : MASTER’S NAME :

TYPE : CHIEF ENGR’S NAME :
P.O.B :
YEAR OF BUILD :
DATE OF INSPECTION :
LOCATION :
OWNER / AGENT :
INSPECTED BY :
REQUESTED BY :
* Owner/Contractor is required to respond with corrective action plans immediately after receiving this report.
** Where it is not stated in the Time Frame, All Findings to be closed not later than 30 days from the date of
Inspection.
NO FINDINGS STATUS ** TIME CORRECTIVE ACTION

FRAME PLAN
( Owner / Contractor )
A. MANDATORY INSPECTION ITEMS
1. OSVIS
2. Tour Of Duty (TOD)
3. Offshore Safety Passport (OSP)
4. Fuel Oil Flow Meter
5. CCTV
6. AIS
7. FiFi
Internal
FRAME PLAN (Owner /
Contractor )
A. MANDATORY INSPECTION ITEMS (Con’t)
8. Life-Saving Appliances (LSA) E.g.: Liferaft, rescue boat, lifebuoy,

SART, EPIRB etc.
9 Fire Fighting Appliances (FFA)
10. Load Line Items E.g.: watertight door, emergency escape hatch,
air vent etc.
11. PCSB 17 Marine HSE Guidelines and HSE Policy (incld ZETO Rules)
12. Communication E.g.: Walkie talkie, GMDSS, Satellite phone etc.
13. Quarterly Self Assesment
Machineries (Critical Equipment) E.g.: Emergency Generator,

14. main Engine, Oily Water Separator, Bow thruster, Steering gear
etc.

FRAME PLAN
(Owner/Contractor)
Navigation E.g.: Chart and publication, RADAR, Bridge control
15 panel, BNWAS, Deck Log Book etc.
B. OTHER FINDINGS.
C. BRIEFING
Internal
1. PCSB HSE Management System and Guidelines
2. Personnel transfers via swing rope, personnel basket, gangway
3. Bunkering operations – in port and at offshore
4. Mooring & Unmooring operations at offshore buoy (if applicable)
5. Coming alongside to and casting off from jetty/barge/vessel
6. Cargo lifting during loading and unloading operations
D. POSITIVE FINDINGS.
E. WALKABOUT PICTURE
PICTURE DESCRIPTION AREA
Internal
APPENDIX 3: SAMPLE OF VESSEL QUARTERLY SELF ASSESSMENT
VESSEL INSPECTION CHECKLIST
Vessel Name :
IMO Number :
Date :
Location :
Vessel Operator:
Vessel Owner :
1.1.1 Part A: Certifications
No Question Yes No Remark
1 Is the following certificates, if applicable, valid and

within renewal dates?
a) Certificate of Registry.
b) Certificate of Class.
c) Safety Management Certificate.
d) Document of Compliance.
e) International Load Line Certificate.
f) International Tonnage Certificate.
g) Passenger Certificate.
h) Ship Safety Equipment Certificate.
i) Ship Safety Radio Certificate.
j) Ship Safety Construction Certificate.
k) International Oil Pollution Certificate.
l) International Ship Security Certificate.
m) Minimum Manning Certificate. (minimum
manning to be put into remark column)
n) Ship Sanitation Control Exemption
Certificate.
o) P&I cover note.
p) Hull and Machinery Insurance cover note.
Please state if expiry is less than 6 months
2 Is the following certificates, if applicable, valid and

within renewal dates?
a) International Sewage Pollution Prevention

Certificate
b) Flag State Radio Apparatus License or
Safety Radio License.
c) Offshore Support Vessel Certificate of

Fitness
d) Diving System Safety Certificate
Internal
e) Dynamically Supported Craft Construction
and Equipment Certificate
f) DOC with Special Requirement for Ships
Carrying Dangerous Cargo
g) High-Speed Craft Certificate
Please state if expiry is less than 6 months
3 Is Domestic Shipping License within expiry date?

State the expiry date
4 Date of last OVID inspection.
5 Last shore calibration of Fuel Oil Flow Meter.
1.1.2 Part B: Safety Management
1 Are the following drills conducted at regular

intervals:
a) Boat Drill
b) Fire Drill
c) Man Over Board Drill
d) Oil Spill Drill
e) Other emergency drills
Record the last done dates in the remark column.
2 Are the Operator’s Safety Management System

manuals made readily available at relevant
locations and updated?
3 Is all Permit To Work being implemented and

records kept for cross-references?
Permits including, but not limited to
a) Hot work
b) Confined space entry
c) hazardous tasks
d) work involving high voltages
e) working at height and over the side
f) Lock Out/Tag Out processes
g) the need for multiple permits
h) work on stored systems containing stored
energy e.g. pressure vessels
Internal
4 Are the following records/logs kept up to date?
a) Crew / Passenger list

b) Oil Record Book
c) Deck Log Book
d) Engine Log Book
e) Master Night Order book
f) Radio Log
g) Chart correction log
h) Crew training records
i) Crew familiarization records
j) Passenger Planning Records (PASSAGE)
k) Garbage Discharge Records
l) Cargo Records / Manifest
m) Medical Register and inventory
n) Stowage plan
5 Is the following SMS records available for cross-

reference?
a) Non Conformity Records (NC)

b) Unsafe Act Unsafe Condition (UAUC)
c) Safety Meetings
d) Internal Audit (ISM / ISPS )
6 Does all crew members have a valid Petronas

Offshore Safety Passport (OSP)
7 Are all crew onboard within Tour Of Duty

requirements?
8 Certificates / Licenses for all ship staff?
9 Is the Closed Circuit Television (CCTV) system in

working condition and data can be retrieved?
1.1.3 Part C: Navigation.
1 Is the following onboard and corrected to latest

Notice to Mariners?
a) Voyage charts (Paper or/and Electronic)

b) List of Light
c) List of Radio Signal
d) Sailing Direction
Internal
Are the following publications onboard, if
applicable?
a) IMO SOLAS Consolidated Edition and

Amendments.
b) IMO MARPOL 73/78 Consolidated
Edition.
c) IMO COLREG Consolidated Edition.
d) IMO STCW.
e) IAMSAR Manual.
f) SOLAS Training Manual.
g) IMDG Code, if vessel permit to carry
dangerous cargo.
h) Approved Cargo Securing Manual, if
vessel capable of carrying cargo.
i) International Ship and Port Facility
Security Code.
2 Is all navigational equipment on the bridge in

satisfactory working condition?
a) Gyro Compass and Repeaters.

b) Radars
c) Radar plotting equipment
d) Echo sounders
e) Speed and distance Indicators.
f) Rudder angle, RPM, Variable pitch and
bow thruster indicators
g) Automatic Identification System
h) R/T or GMDSS equipment.
i) Signal lamps (Aldis)
j) VHF radio
k) Navtex
l) Emergency Battery Power
m) Ship Whistle
3 Is the following emergency equipment working

satisfactorily and within service due dates?
a) EPIRB
b) SART
4 Is the navigational lighting system in good

condition?
Internal
1.1.4 Part D: Life Saving Appliances
1 Is the vessel Life-Saving Plan available and

displayed?
2 Is the safety training manual available and placed

at relevant spaces?
3 Is the Life raft in good order?
a) Hydrostatic Release Unit (HRU) within the

expiry date and installed as per maker
recommendation?
b) Clear of obstruction?
c) Is the Launching instruction available?
d) Is the embarkation ladders in good
condition?
e) Is the capacity as per stated in Safety
Equipment Certificate?
4 Is the Rescue Boat in good working order?
a) General cleanliness.
b) Is the hull free of damage?
c) Is the davit and falls in good order?
d) The inventory of the Rescue Boat counted
and in place?
e) Is the launching instruction available?
5 Are the lifebuoys in good order?
a) Number of lifebuoys as per requirement?

b) Are the lifebuoys marked and label as per
SOLAS?
6 Is all the pyrotechnics in place, marked and within

expiry dates?
7 Is the immersion suits / thermal protective aid in

place as per LSA plan and marked?
8 Is the scrambling net in good condition?
Internal
1.1.5 Part E: Fire Fighting Appliances
1 Is the vessel Fire Control Plan available and

displayed?
2 Is the fire training manual available and placed at

relevant spaces?
3 Are the fireman outfits placed as per the fire

control plan and in good working order?
a) Suits in good working order

b) Self-Contained Breathing Apparatus in
good working order?
c) Spare bottles fully charged?
4 Is the FiFi pump and system in good working order

and tested regularly?
5 Are the main fire pump and emergency fire pumps

in working order and tested regularly?
6 Are all fire hydrants and fire hoses placed as per

the fire control plan and tested regularly?
7 Is the water sprinkler system in good condition

8 Is the fixed fire detection system in good order

9 Is the International Shore Connection on board

and place as per the plan?
10 Is all portable fire extinguishers within service due

dates and placed as per the fire control plan?
11 Are the fire dampers in working condition and

tested regularly?
1.1.6 Part F: Deck Machineries and Equipment

Internal
1 Are all of the Air Vents, goosenecks ventilators

and mushroom ventilators on deck intact and
checked regularly?
2 Are all sounding pipes intact and cap in place?
3 Are the bulwark / Ship Side railing and safety

chains in place and in good condition?
4 Is the following in good condition?
a) Bollards
b) Anchor windlass
c) Chain Stopper
d) Hawse pipe
5 Is the ship hull free from defects/damage? Is all of

the fenders in place and in good condition?
6 Is the piping on deck free from temporary repairs,

defect and in good condition?
7 Is all of the deck and exterior lighting in good

condition and operational?
8 Is the following in good condition?
a) Towing wire
b) Work / Snatching wire
c) Tugger Wire
d) Capstan
e) Crane / Davit
f) Hydraulic Pins
g) Hydraulic wire stopper
h) Stern Roller
Internal
1.1.7 Part G: Engine Room Machineries and Equipment
1 Is the oily water separator in good working

condition and tested regularly?
2 Is the Emergency Generator in good working

order and tested regularly?
3 Is the Emergency Steering System in good working

condition and tested regularly?
4 Are all watertight doors, including hatches in good

working condition?
5 Is the Planned Maintenance System followed and

no overdue jobs?
6 Is the piping in engine room free from temporary

repairs, defect and in good condition?
7 Is the engine room lighting in good condition and

operational?
1.1.8 Part H: Living Quarters
1 Is the level of cleanliness in living quarters

satisfactory?
2 Are the cabins and living quarters free of broken

furniture?
3 Is the level of cleanliness of Galley Satisfactory?
A) Scuppers running
B) Hood free of oil
C) No Insects or bugs
D) Cutlery clean and sufficient
E) Dry provision and cold room free of odour
and clean
4 Paper carton boxes are not used as food/provision

container.
Internal
1.1.9 Part I: Personnel Protective Equipment
1 The following PPE on board, sufficient and in good

condition?
a) Coverall
b) Hard Hats
c) Safety Boots
d) Gloves
e) Working vest
f) Safety glass / Goggles
g) Earplug or muff
2 Are all portable and personnel gas detectors

within service due dates and in working order?
The following is to be attached to the final report:

a) Ship Particulars
b) Crew List, with OSP expiring dates and TOD
The following briefing is to be conducted onboard within the Quarter, attended by all ship staff:
No Topic Briefing conducted by:
1 PETRONAS HSE Policies
2 PCSB HSE Management system and Guidelines
3 PCSB Approved PPE Guidelines
4 Operator’s Policies and Procedure
5 Personnel transfers via swing rope, personnel basket, gangway
6 Bunkering operations – in port and at offshore
7 Mooring & Unmooring operations at offshore buoy (if applicable)
8 Coming alongside to and casting off from jetty/barge/vessel
9 Cargo lifting during loading and unloading operations.
Internal
10 Stop Work Campaign
Findings or remark from the Master / Chief Engineer.
Findings or remark from Shore Management.
We hereby certify that the above statements given are true and correct as to the best of our knowledge.
Master Chief Engineer Shore Management Rep.
( Name and signature ) ( Name and signature ) ( Name, position and signature )
Date Date Date
 The Quarterly Self-Assessment to be sent to Marine Operations Safety, Logistic HSE, PD&T on the 1st week
of January, April, July and October.
Internal
APPENDIX 4: SAMPLE OIM VESSEL VERIFICATION
OIM VESSEL VERIFICATION

SHIP’S NAME : MASTER’S NAME :
TYPE : CHIEF ENGR’S NAME :
P.O.B :
YEAR BUILT :
DATE OF INSPECTION :
LOCATION :
INSPECTED BY :
The completed checklist to be forwarded to (depending on vessel’s location):

NO DESCRIPTION COMPLIANCE REMARKS
YES NO
1. OSVIS
 Green or Red
2. Crew Tour Of Duty (TOD)

 Exceeding 60 days (standby ) or 90 days (supply run)
3. Offshore Safety Passport (OSP)

 At least have an e-osp with status ‘Approved for
Printing’
4. Has the vessel conducted Emergency Response Drills (

i.e. Fire, Oil spill, Man overboard etc. )
5. Is the vessel’s Life-Saving Appliances (LSA) in the state

of readiness? Status of rescue boat & engine?
6. Is the vessel’s Fire Fighting Appliances (FFA) in the state

of readiness? FiFi last tested?
7. Have you completed your 500m zone checklist?

Please state if there is any non-operational items/equipment
8 Master’s understanding of Stop Work Policy and

MOPO in relation to various activities
9 Availability and condition of PPE- Impact Glove, Work

vest, safety helmet etc.
10 Understand the requirement prior securing to offshore

mooring buoy i.e. approval from OIM, buddy system,
weather limitation, etc.
Internal
O DESCRIPTION COMPLIANCE REMARKS
YES NO
ON SITE-SPECIFIC PROCEDURES
11 Anchor Handling activity i.e. approved anchor pattern,
marine controller, BMS/TMS, Master’s understanding of
the requirements etc.
12 Towing equipment/machineries i.e. approved by MWS
13 Personnel Transfers via swing rope
 Transfer only allowed by FCB & GP below 500GRT
 Non-slip clear landing at vessel stern
 3-point contact to assist personnel i.e. handrail, etc.
 Adequate fenders
 Safety briefing video/verbal
14 Personnel Transfers via transfer basket
 Adequate deck space on the vessel
 Safety briefing video/verbal
15 Bunkering
 Checklist completed
16 Lifting
 Snatching (approaching by stern and maintain clear
safe distance)
 Alongside (vessel secured parallel)
 Rigging/Slinging training
 Compliance to PETRONAS colour coding on sling and
shackles
17 Mooring
 Not recommended on the weather side
 Adequate mooring lines
 Adequate fenders
 Weather watch
 Timely decision to cast off
18 Reporting regarding Security/Anti-Piracy

 Any encroachment of suspicious vessel need to be
informed to offshore installation
 Anti-piracy procedure sighted
OIM SAFETY WALKABOUT
19 General cleanliness i.e. mess room, galley, cold room,
dry store, etc.
20 Main Deck & Engine room general condition
21 Unauthorised equipment and fittings i.e. sockets,
grinders, wiring, etc.
Internal
APPENDIX 5: REQUIREMENT CREW ACCEPTENCE MATRIX
First HUET/ Safe

AME Cert. Of Watch Sea Aid EBS Food
Passpor Medical Competenc Cert. Of Keeping Seaman Discharg Surviva Fire Rigging Handlin H2S
Rank t I.C. D&A y Recognition Certificate Card e Book l Fighting Slinging g Course
Master Y Y Y Y* Y Y Y Y Y R R*
Chief Off Y Y Y Y* Y Y Y Y Y R R*
Second Off Y Y Y Y* Y Y Y Y Y R R*
Third Off Y Y Y Y* Y Y Y Y Y R R*
AWK (Deck) Y Y Y Y Y Y Y Y R Y R R*
O.S Y Y Y Y Y Y Y R R R R*
Chief Eng Y Y Y Y* Y Y Y Y Y R R*
Second Erg. Y Y Y Y* Y Y Y Y Y R R*
Third Eng Y Y Y Y* Y Y Y Y Y R R*
AWK
(Engine) Y Y Y Y Y Y Y Y R R*
Greaser Y Y Y Y Y Y Y R R*
Cook Y Y Y Y Y Y Y R Y R*
Steward Y Y Y Y Y Y Y R Y R*
Legend
Y-Mandatory AWK Deck ( Assistant Watchkeeper Deck) - Bosun & Able Bodied Seaman
Y*-Mandatory for Foreign Certificate Holders O.S - Ordinary Seaman
R-Recommended AWK Engine ( Assistant Watchkeeper Engine) - No.1 Oiler, Oiler
R*-Compulsory for H2S prevalent locations
Pasport I/C - in accordance to Immigration Dept Requirement
GMDSS-as per Safe Manning Certificate
Combined Training Acceptable
Internal
APPENDIX 6: SAMPLE BUNKER PRE LOADING PLAN
Internal
PTS 12.34.56
THIS IS A SAMPLE PTS March 2015
Page 141 of 145
APPENDIX 7: SAMPLE SAFETY CHECKLIST – BUNKERING
This safety checklist is to be completed before the commencement of any bunkering operations. One
copy is to be retained on board the vessel.
The checklist is to be completed and signed by both parties i.e. the supplying and the receiver.
Please note: the declaration at the end of the checklist needs to be signed. Adequate supervision of
the bunkering operation is to be maintained at all times by both parties. On completion of bunkering
operations, the hose is to be drained and blanks/cover fitted before transfer to the jetty/ facilities. No
fuel tanks are to be filled above 98% capacity. In the event of any following answer is NO, do not
proceed with bunkering activities.
No Description Supplying Receiving

(Y/N) (Y/N)
1 Are weather conditions suitable for bunkering operation?

2 The vessel securely moored?
3 Is risk assessment prepared if station keeping manually or dynamic positioning mode in
use during bunkering operation?
4 Pre-planned toolbox meeting conducted?

5 Is there an agreed communication system?
6 Are there adequate NO SMOKING signs positioned and being observed?
7 No Hot work carry out onboard vessel.
8 Are there adequate firefighting (extinguisher) appliances available?
9 Are drip trays in position?
10 Are scuppers/drains effectively plugged?

11 Have emergency shutdown procedures been agreed?
12 Is there a supply of counter oil pollution equipment nearby?
13 Are proper gaskets / ‘o’ rings employed?
14 Is bunker hoses safely secured at the connections?
15 Are all bunker hoses properly rigged and free from twist?
16 Have all unused valves in the bunker system been checked closed and lashed?
17 Are tanks high-level alarms (if fitted) in good working condition?

Type of bunkers delivered Quantity of bunkers delivered
Declaration
We have checked the items on the checklist and are satisfied that the answers given are correct to
the best of our knowledge.
For Bunker Supplier For Bunker Receiver
Name: __________________________ Name:
Signature: ____________________ Signature: _________________________
Time and Date: ________________ Time and Date: _____________________
Internal
APPENDIX 8: BEAUFORT SCALE
Beaufort Knots Mph Description Effect at sea Effect on land
Scale
0 0 0 Calm Sea like a mirror Smoke rises vertically.
1 1-3 1-3 Light air Ripples but no foam Smoke drifts in wind.
crest
2 4-6 4-7 Light breeze Small wavelets Leaves rustle, the wind felt on
face.
3 7-10 8-12 Gentle Large wavelets, Crest Small twig in constant motion,
breeze not breaking light flags extended.
4 11-16 13-18 Moderate Numerous whitecaps, Dust, leaves and loose paper
wind Waves 1-4 ft high rose. Small branches move.
5 17-21 19-24 Fresh wind Many whitecaps, some Small trees sway.
spray, Waves 4-8 ft high
6 22-27 25-31 Strong wind Whitecaps everywhere, Large branches move, difficult to
large waves 8-13 ft use umbrellas.
7 28-33 32-38 V strong White foam from waves Whole trees in motion.
wind is blown in streaks,
waves 13-20 ft high
8 34-40 39-46 Gale Edges of wave crest Twigs break off trees, difficult to
break into spindrift walk.
9 41-47 47-54 Severe gale High waves, the sea Chimney pots and slates
begins to roll spray removed.
reduce visibility, 20 ft
waves
10 48-55 55-63 Storm V. high waves 20-30 ft, Trees uprooted, structural
blowing foam gives sea damage.
white appearance
11 56-63 64-72 Severe Exceptionally high Widespread damage.

storm waves, 30-45 ft high
12 63 73 Hurricane Air-filled with foam, Widespread damage, rare

visibility reduced, White
sea, waves over 45 ft
high
Internal
APPENDIX 9: IMPROVEMENT BASED ON INCIDENT LESSONS LEARNT INTO PTG SECTION
NO Incident Description Type Of Improvement into the PTG section

Incident
1 Tegas 102 come contact with SMQA Minor PD 2.0 GENERAL INSTRUCTION TO
causing damage to vessel fender MASTER OF MARINE VESSEL (CIMMV)
chain. 2.13 Requirement for Vessel
at offshore Installation
2 Aishah Aims 3 come contact with Minor PD 2.0 GENERAL INSTRUCTION TO
Sotong structure resulting in MASTER OF MARINE VESSEL (CIMMV)
puncture hull 2.13 Requirement for Vessel
3 While preforming ship to ship Oil Spill 7.0 FUEL BUNKERING
bunker, FCB Padas and GOM 3 made 7.3 Delivering and Receiving of Bunker
contact to each other resulting (Offshore).
puncture hull of Padas. This resulted
300 liters of MGO spill into the sea
4 Hisyam 6 made contact with fixed Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
structure of BODP-B. Minor damage OF MARINE VESSEL (CIMMV)
on vessels navigational lights and 2.13 Requirement for Vessel
antennas. at offshore Installation
5 PS3 anchor of Laguna Setia 1 Hypo Near 9.0 TOWING, MOORING AND
dragged while de-anchoring Miss ANCHOR HANDLING
activity. 9.13 Anchor Mooring Arrangement
6 While boarding FCB, a construction FAC 2.0 GENERAL INSTRUCTION TO MASTER

crew tripped while stepping on to OF MARINE VESSEL (CIMMV)
vessel deck. He was given First Aid 2.22 Carriage of Passengers
Treatment at Serimas Jetty.
7 During clearing of hose, around 400 Oil Spill 2.0 GENERAL INSTRUCTION TO MASTER
litres of SBM spilled due to failed OF MARINE VESSEL (CIMMV)
manifold connection 2.20 Carriage Of Oil base Mud and Base
oil
8 Aishah Aims 3 come contact with Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
Duyong LQ boat landing resulting in OF MARINE VESSEL (CIMMV)
puncture hull 2.13 Requirement for Vessel
at offshore Installation.
9 A construction crew fell overboard Near Miss 2.0 GENERAL INSTRUCTION TO MASTER
while transferring from a work boat OF MARINE VESSEL (CIMMV)
to fast crew boat. He was later 2.22 Carriage of Passengers
retrieve and examined and found no
injuries.
10 While retrieving PS3 anchor wire of Minor PD 9.0 TOWING, MOORING AND
MV Alya on to Perdana Ranger work ANCHOR HANDLING
drum, noticed drum stuck and work 9.13 Anchor Mooring Arrangement
was stop. Upon investigation, found
out that anchor wire parted.
Internal
Incident
11 OSV manoeuvred in close proximity Near Miss 2.0 GENERAL INSTRUCTION TO MASTER
of FSO Sepat caused vibration to OF MARINE VESSEL (CIMMV)
mooring chain P4-P6. 2.13 Requirement for Vessel
9.0 TOWING, MOORING AND
ANCHOR HANDLING
9.13 Anchor Mooring Arrangement
12 LCT made contact to the EWDP-B Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
boat landing structure during the OF MARINE VESSEL (CIMMV)
personnel transfer, 2.13 Requirement for Vessel
at offshore Installation.
13 GOM 3 unabale to maintain position Near Miss 2.0 GENERAL INSTRUCTION TO MASTER
due to weather and crossed anchor OF MARINE VESSEL (CIMMV)
wires of MC1 2.13 Requirement for Vessel
9.0 TOWING, MOORING AND
ANCHOR HANDLING
9.13 Anchor Mooring Arrangement
14 Tambah Maju lighting post hit the Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
vent support and damaged OF MARINE VESSEL (CIMMV)
2.13 Requirement for Vessel
15 AHT made contact with jacket and Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
resulted puncture on the hull. OF MARINE VESSEL (CIMMV)
2.13 Requirement for Vessel
16 While disconnection of Fresh water Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
transfer hose from rig, it got OF MARINE VESSEL (CIMMV)
entangle at vessel's starboard side 2.18 Cargo Operation
propeller.
17 During start-up of main crane, Minor Fire 2.0 GENERAL INSTRUCTION TO MASTER
observed smoke emitting from OF MARINE VESSEL (CIMMV)
crane engine. All Stopped. Crane 2.23 Lifting/Slinging Operations
operator used portable fire
extinguisher to extinguish the small
fire.
18 Upon arrival into Bintulu Port, Minor 2.0 GENERAL INSTRUCTION TO MASTER
Neopetro 20 reported that due to LOPC OF MARINE VESSEL (CIMMV)
lifting on 3.8.19, Lube Oil drum was 2.23 Lifting/Slinging Operations
damaged. The damaged drum was
wrapped and handed over to SW
contractor for disposal.
Internal
Incident
19 While performing ship to ship Minor PD 2.0 GENERAL INSTRUCTION TO MASTER
transfer at location, passing swell OF MARINE VESSEL (CIMMV)
resulted both vessels to roll. This 2.16 Cargo Handling at Installation
resulted contact and minor damage
on the hand rails
20 Platform's Fuel Oil hose caught with Minor PD 7.0 FUEL BUNKERING
vessel starboard bollard and caused 7.3 Delivering and Receiving of Bunker
the hose parted. (Offshore)
21 While bunkering FW to platform, Minor PD 2.0 GENERAL INSTRUCTION TO MASTER

vessel experienced thruster OF MARINE VESSEL (CIMMV)
breakdown and vessel drifted. This 2.18 Cargo Operation
resulted in damage of the transfer
hose.
Internal

Offshore Marine Safety PTG - 18.57.02

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Offshore Marine Safety PTG - 18.57.02

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PETRONAS TECHNICAL GUIDELINES

OFFSHORE MARINE OPERATIONS SAFETY

3.2 OBJECTIVE ........................................................................................................................... 36

6.12 VESSEL’S CREW MEDICAL EXAMINATION REQUIREMENT ............................................ 63

9.12 OTHER PRECAUTIONS ..................................................................................................... 96

APPENDIX 1: MARINE MANUAL OF PERMITTED OPERATIONS (MOPO) ......................... 122

Brief scope of this document.

This PTG excludes for the following:

1.2 SPECIFIC DEFINITION

1 Anchor Handling Tug (AHT) It is specifically designed for anchor handling

22 Sign On Service Agreement between crew and Master of

1.2.2 Specific Abbreviations

21 DPR Daily Progress Reports

58 MOC Management of Change

1.3 SUMMARY OF CHANGES

2.0 GENERAL INSTRUCTION TO MASTER OF MARINE VESSEL (CIMMV)

However, in no circumstance that this document should:

2.1 MARINE VESSEL’S SCOPE OF WORK

i. Transporting materials, equipment and personnel;

2.2 PETRONAS MARINE BASES

2.3 APPLICABLE LAWS, REGULATIONS AND PETRONAS REQUIREMENTS

2.3.1 COMPLIANCE TO SAFETY AND STATUTORY REGULATIONS

2.3.2 SAFETY INSPECTION

2.3.3 SMUGGLING AND PILFERAGE

2.4 COMPLIANCE TO SAFETY PRACTICES

2.4.2 Safety Signage

2.4.3 Hull and Compartment Integrity Checks

2.4.4 Fishing Restriction

2.4.6 Waste Disposal

2.4.7 Discharge of Bilge to Sea

2.4.8 Immobilization of vessel

2.5 CHARTS, NAVIGATIONS PUBLICATIONS AND INFORMATION

2.5.1 Documentation Required

2.5.2 Navigational Warning and Nautical Chart Update

2.6 VHF AND SSB RADIO COMMUNICATIONS

2.6.1 Radio Watch

2.6.2 Radio Malfunction

2.6.3 Radio Testing

2.6.4 VHF Restriction during Emergency

2.7 HSSE INSTRUCTION FOR MASTER AND CREW

2.7.1 Obligation to Render Assistance

2.7.2 Compliance to Law

2.7.3 Safety Priority

2.7.4 Reinstatement of Damaged Equipment

2.7.5 Statement of Refusal to PETRONAS Instruction

2.7.6 HSE Meetings and Drills

2.7.7 Maintenance of Equipment

2.7.8 Personal Protective Equipment (PPE)

2.8 INCIDENT AND ACCIDENT REPORTING

2.9 EMERGENCY DRILLS

2.10 REQUIREMENT FOR VESSEL IN PORT

2.10.2 Berthing Confirmation

2.10.3 Refusal to Berth

2.10.4 Under Keel Clearance

2.10.5 Port Watch

2.10.6 Right to Remove Vessel at Berth

2.10.7 Jetty/Wharf Damage and Repairs

2.10.8 Cargo Hose Operating Envelope

2.10.9 Unauthorized Person

2.10.10 Compliance to Local Authority Procedure

2.10.11 Port Clearance

2.10.12 Vessel Log Book (to be included in Daily Reporting section)

2.10.13 Monthly Submission of Documents