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OLF/NSA

GUIDELINES

FOR

SAFE OPERATION OF OFFSHORE SERVICE


VESSELS
OLF/NSA Guidelines for Safe Operation of Offshore Service Vessels

No.: 061 Date effective: 25 March 2003 Revision No.: 1 Rev. Date: Page: 2

TABLE OF CONTENTS
OLF/NSA................................................................................................................................... 1
1 Introduction ...................................................................................................................... 4
1.1 Objective ........................................................................................................................ 4
1.2 Application ..................................................................................................................... 4
1.2 Responsibilities .............................................................................................................. 5
1.4 Relationship between offshore and maritime regulations .............................................. 5
2. Definitions and Abbreviations ............................................................................................ 7
Definitions.............................................................................................................................. 7
2.2 Abbreviations ................................................................................................................. 8
2.3 References ...................................................................................................................... 8
3. Responsibility/authority, coordinated activity and communication ............................. 10
3.1. Hire contract............................................................................................................. 10
3.1.1 Vessels.................................................................................................................. 10
3.1.2 Facilities ............................................................................................................... 11
3.1.3 Supply bases......................................................................................................... 11
3.2 Distribution of roles ..................................................................................................... 12
3.3 Cooperation and communication (recommended operational model) ......................... 14
4 Manning and qualifications, crew on board offshore service vessels....................... 17
4.1 General ......................................................................................................................... 17
4.2 Manning and qualifications, supply vessels................................................................. 17
4.3 Manning and qualifications, standby vessels ............................................................... 18
4.4 Manning and qualifications, anchor handling vessels.................................................. 19
4.1 Manning level........................................................................................................... 19
4.4.2 Qualifications - anchor handling .......................................................................... 20
4.5 Sailing periods, crew changes ...................................................................................... 23
4.5.1 Sailing period ....................................................................................................... 23
5 Training and competence in connection with loading and offloading of offshore
service vessels for personnel on bases and/or quay facilities.............................................. 24
5.1 General ......................................................................................................................... 24
5.2 Requirements related to competence for operation managers/ shipping managers/
sailing managers/ vessel coordinators/ logistics coordinators ............................................. 24
5.3 Competence requirements for quay foremen ............................................................... 25
5.4 Competence requirements for personnel assigned tasks in connection with placing
goods in cargo carriers ......................................................................................................... 25
5.5 Competence requirements for crane operators............................................................. 25
5.6 Competence requirements for personnel assigned tasks in connection with loading
and/or offloading offshore service vessels ........................................................................... 25
5.7 Competence requirements for base and/or quay personnel involved in bulk cargo
loading/offloading operations .............................................................................................. 25
6. Training and competence in connection with loading and offloading of offshore
service vessels for personnel on offshore facilities .............................................................. 27
6.1 General ......................................................................................................................... 27
6.2 Personnel responsible for loading/offloading operations involving vessels ................ 27
6.3 Storekeepers/deckhands ............................................................................................... 28
6.4 Recipients of drilling fluid/cementing products in drilling and production................. 28
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6.5 Flagmen/roughnecks .................................................................................................... 28


6.6 Crane operators ............................................................................................................ 28
7. Risk assessment of maritime operations ...................................................................... 29
7.1 General ......................................................................................................................... 29
7.2 Risks for vessels along offshore facilities .................................................................... 30
7.2.1 Discharges to sea from offshore facilities ............................................................ 30
7.2.2 Vessel stays by offshore facilities ........................................................................ 30
7.2.3 Work on leeward or windward side of offshore facilities in adverse weather..... 31
7.2.4 Operational limitations......................................................................................... 31
8 Technical vessel requirements ...................................................................................... 32
8.1 General ......................................................................................................................... 32
8.2 Technical redundancy .................................................................................................. 32
8.3 Supply vessels .............................................................................................................. 33
8.4 Standby vessels ............................................................................................................ 33
8.5 Anchor handling vessels .............................................................................................. 33
9 Documentation................................................................................................................ 34
9.1 Instructions ................................................................................................................... 34
9.2 Field descriptions ......................................................................................................... 34
9.3 Vessel scheduling......................................................................................................... 36
9.4 Loading plans for outgoing and incoming cargo ......................................................... 36
9.5 Maintenance ................................................................................................................. 36
9.6 Reporting...................................................................................................................... 37
9.7 Emergency preparedness brief ..................................................................................... 37
9.8 Safe job analysis (SJA) ................................................................................................ 38
9.9 Work permit system ..................................................................................................... 39
10 Operational requirements ............................................................................................. 40
10.1 General ..................................................................................................................... 40
10.2 Minimum vessel requirements ................................................................................. 40
10.3 Specification of requirements................................................................................... 40
10.4 Operations within the safety zone using dynamic positioning (DP)........................ 40
10.5 Cargo documents...................................................................................................... 43
10.6 Loading and offloading ............................................................................................ 43
10.7 Anchor handling and towing .................................................................................... 48
10.8 Standby vessels ........................................................................................................ 48
10.8.1 General ................................................................................................................. 48
10.8.2 MOB boat w/associated equipment...................................................................... 48
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No.: 061 Date effective: 25 March 2003 Revision No.: 1 Rev. Date: Page: 4

1 Introduction

1.1 Objective

These guidelines represent a governing document that amongst others covers activities in
connection with offshore service vessel operations. The document OLF/NSA 061-A
Guidelines for Safe Anchor Handling and Towing is governed by this document and describes
best practice for anchor handling and towing.

The guidelines are intended to safeguard safe maritime operations between facilities, bases
and offshore service vessels participating in petroleum activities on the Norwegian Shelf.
These guidelines are independent of any flag state requirements and will be included as a
reference document in charter parties.

The guidelines are intended for those parties who through planning, work procedures or
actions influence the safety of operations connected with the interaction between facilities,
bases and vessels.

These guidelines are therefore intended for relevant rig owner, installation, Ship Owner,
vessel, operating company and base personnel. This applies in particular to vessel
Masters/crews and base personnel that participate in loading and offloading operations
involving vessels or other tasks associated with vessel operations, as well as offshore
installation managers, who have a special responsibility for ensuring the safety aspects during
offshore operations.

The guidelines contain procedures and solutions that are regarded as good working practices
in the Norwegian offshore industry. Even though they are recommendations they should not
be deviated from unless alternative solutions or instructions are deemed to be equal or better
than those set out in the guidelines and satisfy relevant regulatory requirements for
coordination between installations, anchor handling vessels, bases and suppliers. If there is a
need to deviate from the procedures, the deviation shall be based on a risk assessment or a
safe job analysis and accepted by the parties involved.

1.2 Application

These guidelines apply to interaction between facilities, bases and offshore service vessels
(cf. definitions in Chapter 2.1) involved in petroleum activities on the Norwegian Continental
Shelf.
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1.2 Responsibilities

The operating company of the individual field shall ensure that everyone performing work on
their behalf comply with the requirements of the health, safety and environment regulations.

The offshore installation manager, on behalf of the operating company, is responsible for the
safety of the installation, personnel on board as well as operations within the installation's
safety zone to the extent these affect the safety of the installation.

The base manager, or the person in charge of the daily operation of the base on behalf of the
base company, is responsible for the safety on the base area and for personnel carrying out
tasks on the base, including loading and offloading operations involving the base and vessels.
In the event there are more than one employer on the base, or if the base area is owned by
some party other than the operating company, the responsibility for safety on the base area
rests with the party defined by law as the principal company (cf. Section 15 of the Norwegian
Working Environment Act (AML)).

The Master is responsible for safety on board the vessel, for the crew and the cargo at all
times. This means, for example, that the Master is obliged, if necessary, to stop operations
that threaten the safety of the vessel and/or its crew. The same applies to maritime operations
taking place within the safety zone where the vessel, as a consequence of technical system
failures and/or operational malfunction, may threaten the integrity of the installation.

The Master shall obtain permission from the installation manager, or the person assigned
authority for maritime operations on his/her behalf, before entering the safety zone. This is to
ensure the necessary coordination with planned and ongoing operations on the installation
and/or within the installation’s safety zone.

Provision should be made to allow personnel/crews to participate in relevant safety and


working environment work, such as through organised safety delegate and environmental
work, participation in meetings, exercises, drills, etc. on board facilities, vessels and on bases.

1.4 Relationship between offshore and maritime regulations

Design, outfitting and operation of offshore service vessels on the Norwegian Shelf are
regulated by the vessel's flag state as well as NPD regulations.
The vessel's flag state is responsible for control and supervision of the vessel's maritime
safety, including construction, stability, watertight/weatherproof integrity, navigation safety,
safety manning and associated certification.

The flag state requirements are based on mandatory international requirements (conventions)
as stipulated in the IMO, supplemented by any national requirements.
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The Norwegian Petroleum Directorate is responsible for the control and supervision of the
safety in the offshore activities on the Norwegian Shelf, including operations (functions/tasks)
performed by vessels, such as standby. Anchor handling, loading, offloading to or from
installations and similar operations, on the other hand, are subject to regulatory requirements
stipulated by maritime authorities.

This entails that equipment, systems and procedures for performing the vessel's
tasks/functions in the petroleum activities shall comply with the Norwegian Petroleum
Directorate's requirements in addition to any requirements stipulated by the flag state.
Requirements related to standby vessels, training and competence of the personnel on board
any such vessels shall be based on the requirements of the sovereign state of the continental
shelf. On the Norwegian Shelf, the Norwegian Maritime Directorate's rules for passenger and
cargo ships, etc. will also apply to standby vessels sailing under foreign flags. The NPD does
not normally stipulate requirements related to the vessels' maritime safety, but abides by the
regulations of the Norwegian Maritime Directorate.
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2. Definitions and Abbreviations

Definitions

Recognised classification Classification society recognised by the International Association


society of Classification Societies (IACS) to supervise vessel design,
construction, outfitting and operations.
Base: Quay facilities with logistics support dedicated to petroleum
activities.
Base company: Owner or operator of a base.

DP system Dynamic positioning system that automatically maintains a vessel


or installation’s position (cf. IMO MSC/Circ. 645 "Guidelines for
Vessels with Dynamic Positioning System") and has a joystick as
an independent backup.

DP operation Automatic positioning of a vessel or installation using a dynamic


positioning system that maintains the selected position within
defined movement characteristics from the centre position.
Supply chain Base/base company – vessel/Ship Owner – installation/operating
company

Supply service Supply and/or receipt of goods to/from offshore installations.


Installation Installation, plant and other equipment for petroleum activities,
however, does not include supply and standby vessels or ships for
bulk transport of petroleum. Installation also covers pipelines and
cables unless otherwise provided.
Interfield operations Operations between installations incl. satellite installations on a
field, carried out by offshore service vessels.
Offshore service vessel* Vessel engaged in supply, anchor handling and/or standby
operations in connection with offshore exploration, development,
production or decommissioning.
Note: Vessels carrying out ROV operations or subsea installation
operations, with the exception of diving support vessels, are also
covered by these guidelines.
Operating company Party that carries out the daily management of petroleum activities
on behalf of licensees.
Ship Owner Owner or operator of a vessel.

Redundancy* The ability/possibility of a component or system to maintain or re-


establish its function following a failure.
Redundant propulsion Redundant propulsion means that 50% of the total propulsion
(RP) power shall be intact or be possible to re-establish in order to
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maintain a speed of min. 6 knots in weather conditions


corresponding to grade 9 (Beaufort) with corresponding wave
conditions following any one single failure (other than flooding or
fire).

2.2 Abbreviations

A/H: Anchor handling


DP: Dynamic positioning
DNV: Det Norske Veritas
ETA: Estimated time of arrival
ETD: Estimated time of departure
FMEA: Failure mode and effect analysis
HSE: Health, Safety and Environment
IMDG: International Maritime Dangerous Goods Code
IMO: International Maritime Organization
ISM: International Safety Management Code
NLS Noxious liquid substances
NPD: Norwegian Petroleum Directorate
RUH: Incident reporting
NMD: Norwegian Maritime Directorate
SJA: Safe job analysis
STCW: International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers
UHF: Ultra high frequency
VHF: Very high frequency

2.3 References

Informative references that apply in full or partially as agreed with the operating company:

• OLF Guidelines for Safety and Emergency Preparedness Training

• OLF Guidelines for Safety Requirements for Hired Equipment

• OLF Recommended Guidelines for Reporting of Emissions and Discharges

• NORSOK Marine Operations (J-003 Marine Operations, rev. 2 Aug. 1997).

• NORSOK Mechanical Standard (R-003N Lifting Equipment Operations)

• OLF Guidelines for Acceptance Criteria for Offshore Service Vessels (No. 072)
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• NMD Regulations of 17 December 1986 relating to transfer and towing of mobile


installations as well as towing arrangement and mooring of supply vessels on such
installations (w/associated guidelines and notices).
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3. Responsibility/authority, interaction and communication

3.1. Hire contract

3.1.1 Vessels

When hiring offshore service vessels, the safety requirements shall be described in the
contract between the operating company and Ship Owner. As a minimum the following shall
be described:

• Clear work specification and scope of service.


• Consequences for simultaneous vessel operations (e.g. supply services and anchor
handling).
• Identified hazards and acceptance criteria for assignments and/or services covered by the
contract.
• Notifying the client in the event of any non-conformances, accidents, undesirable
incidents, etc.
• Requirements related to competence, training and certificates established by the operating
company for the assignment or service to be performed by the vessel.

• Plan for contract follow-up activities.


• Operational manning (cf. Chapter 4)

• Number of maintenance days per year.

The requirements specified above apply for time charters and spot charters. The size of the
crew will depend on the type of job, vessel and regulatory requirements. However the vessel
shall basically be able to perform the service 24 hours a day during the entire contractual
period. This shall be taken into account when determining the manning level.

The Ship Owner shall ensure that vessels placed on the market are manned with a sufficient
number of qualified personnel at all times consistent with the services offered by the Ship
Owner.

If the Ship Owner and operator, together with the vessel management and safety delegate
organisation, agree that the scope of the service makes it possible to reduce the size of the
crew permanently or temporarily, this may be arranged. Any reduction, however, assumes
compliance with the Norwegian Maritime Directorate's regulatory requirements related to
safety manning on vessels.
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Crew changes shall comply with agreements between the Ship Owner and the crew's
organizations. This shall be described in the contractual documents between the Ship Owner
and operating company.

OLF Guidelines for Acceptance Criteria for Offshore Service Vessels (No. 072) shall
accompany the contract.

3.1.2 Facilities

The contract between the operating company and the owner of the installation shall describe
safety requirements related to interaction between the installation and vessels. As a minimum,
the following shall be described:

• Clear work specification and scope of service.

• Analysis/evaluation of the interaction between the installation and offshore service


vessels.

• Requirements related to technical systems that prevent discharges of fluid incl. cooling
water and/or solids from the installation drifting towards vessels involved in operations
within the safety zone.

• Description of how to notify and/or report to the operating company, authorities, etc. and
who is responsible in the event of non-conformances, accidents, undesired incidents, etc.
when vessels are located within the safety zone.

Training and competence requirements for personnel on board the installation that are
responsible for and participate in loading and offloading operations involving vessels or in
other coordinated operations with offshore service vessels.

• Plan for contract follow-up.

3.1.3 Supply bases

The contract between the operating company and the owner of the supply base shall describe
the safety requirements related to coordinated activities between the base and vessels. As a
minimum the following shall be described:

• Clear work specification and scope of service.

• Analysis/evaluation of the interaction between the base and offshore service vessels.

• Description of competence of personnel loading and offloading offshore service vessels,


incl. personnel planning and coordinating loading and offloading operations involving
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offshore service vessels, e.g. operations managers, shipping managers, vessel


coordinators, logistics coordinators, etc.

• Description of how to notify and/or how to report to the operating company, authorities,
etc. and who is responsible in the event of non-conformances, accidents, undesired
incidents, etc. when vessels are located within the safety zone.

3.2 Division of roles

The division of roles (responsibility/authority) between the parties involved shall be described
in the contract or an amendment to the contract.

The division of roles is typically as follows, unless specified otherwise in the contract:

Operating company

• Defines job performance requirements.

• Plans the loading (including preparation of documentation) before the loading operation
starts at the base or quay as well as in the field.

• Performs the overall supervision of the activities on the base, vessel and installation.

• Follows up maritime services.

• Performs the overall supervision of non-conformances

• The operating company shall send on board or provide access to an updated Vessel
Master's Manual for the Master and Ship Owner.

Installation

• Prepares and updates field descriptions and overviews of simultaneous operations.

• Prepares required documentation for cargo to be shipped ashore with the vessel before
loading is initiated, incl. declaration for transporting dangerous goods when required
(Note: documentation shall be submitted to the Master on the vessel before cargo is
loaded on board).

Note: Before cargo (both bulk and Deck cargo) is loaded on board the vessel, the Master
shall be granted sufficient time to plan the loading operation to ensure that items such as
dangerous goods are stowed in accordance with regulatory requirements.
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• Act as a base for returned and transit cargo.

Ensures that the turn-around time by the installation is kept at a minimum, i.e. that the
installation is ready to carry out the planned operations as quickly as possible when vessels
enter the safety zone.

Base companies:

• Load/offload vessels.

• Prepare required documentation for cargo to be shipped before the cargo is loaded on
board vessels. (Note: The Master shall be issued the required cargo documentation or
information before cargo is loaded on board the vessel. Written documentation for all
cargo shall be presented before the vessel leaves the harbour.)

Note: Before cargo (both bulk and Deck cargo) is loaded on board vessels, the Master shall be
granted sufficient time to plan the loading operation to ensure that items such as
dangerous goods are stowed in accordance with regulatory requirements.

• Conduct an inspection of all load carriers (i.e. all baskets, containers, tanks, racks, etc.)
including lifting yokes and slings, chains, etc. to ensure that they are in proper working
order before being lifted on board vessels.

Shipping companies:

• Communicate the contract to the vessel and shipping organisation.

• Manage vessel operations and manning.

• Supervise the operation (internal auditing).

• Prepare operational conditions for vessels (i.e. describe the requirements for safe
operation of vessels under all conditions, and any vessel limitations i.a. due to a lack of
technical redundancy, etc.).

• Make sure that non-conformances are recorded, assessed and handled in accordance
with an established incident reporting system.

Vessels:

• Carry out assignments as stipulated in the contract.


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• Approve seafastening of cargo.

• Approve loading plans before cargo (both bulk and Deck cargo) is loaded on board the
vessel.

• Safeguard the safety and working environment on the vessel.

• Report undesired incidents and non-conformances (RUH reporting).

• Report "dangerous cargo" to the Norwegian National Coastal Administration


(Kystverket).

• If the loading/offloading operation is interrupted for an extended period of time while


the vessel is alongside a installation, the Master is responsible for evaluating whether
the vessel should depart from the installation and move out to a safe position outside the
safety zone until the loading/offloading operation can be resumed. The decision to
depart from the installation shall be communicated to the offshore installation manager
before the vessel is moved.

3.3 Cooperation and communication (recommended operational model)

Cooperation and communication with affected parties shall be regarded as a precondition for
safe and efficient operations. The extent of cooperation and communication shall be in line
with the scope and duration of the contract.

The operating company – as the client - is responsible for establishing a satisfactory


cooperation and communication structure among the parties in the supply chain for the
relevant assignment, field and/or area. All parties are obliged to participate and follow up any
resolutions and recommendations.

Recommended cooperation and communication structure (operational model):

A. Management involvement

Active involvement by management is a precondition for safe and efficient operations.


Management at the respective parties in the supply chain is here defined as the operating
company's and the Ship Owner's decision-makers as well as the base manager. The
management shall demonstrate this involvement through personal participation and/or by
making sure that the necessary resources are available for the work to ensure safe and
efficient operations, including:

• Facilitating a good working environment and safe operations


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• Regular visits to work sites/vessels (a minimum of once per year) as well as


participation in annual conferences on safe and efficient operations

Follow up to ensure that adopted measures based on incident and non-conformance reports
are implemented and that the measures have the intended effect.

B. Onshore operations meetings

Responsible: Operating company


Participants: Representatives of the vessel and Ship Owner; Master, Chief Officer,
safety delegate, as well as a representative of the Ship Owner
management
Representatives of the installation; installation manager, crane
operator and safety delegate and base;
operation manager/shipping manager/vessel coordinator, quay
foreman as well as a representative of the operating company
management
Purpose: Facilitate the best possible team spirit and cooperation through
personal contact and familiarity with the cooperating partners' work
location and tasks

Relevant topics: Transfer of experience within common areas of interest


Resolve common operational and safety issues
Reports of undesired incidents and near misses
Deviations from safe and efficient operations and feedback regarding
measures following reports of undesired incidents (RUHs) and non-
conformances
Improvement projects

Frequency: Minimum once per year

C. Communication at the installation

Contacts and procedures for communication between the vessel and installation, as well as
internal communication, shall be established/agreed.

The vessel Master is responsible for establishing the necessary contact with the installation
before arrival. In the event of work near a installation, contact via a shielded channel system,
for example UHF radio, is recommended in addition to regular VHF radio contact.
Before arrival, the vessel shall receive information on the installation and other relevant
updated field information, including ongoing operations on the installation and field
operations of significance to the vessel. There shall be a designated person on the installation
responsible for loading/offloading (deck cargo, bulk).

• A standard checklist for exchange of information between vessel and installation shall
be used.
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D. Operation meetings

There should be regular operation meetings between base personnel and the vessels. The
purpose of the meetings is to strengthen cooperation and discuss challenges and/or issues
related to safety, efficient performance of the service, etc. These meetings should be held
once a month. Minutes from the meetings are important to ensure follow-up of issues
addressed at the meetings. The base personnel should be responsible for preparing minutes of
the meetings. A copy of the minutes shall be distributed to all participants, also to participants
that did not attend but belong to the relevant group of participants for the base in question.

E. Base/region/joint meetings

Joint meetings should be organised as required and/or upon request from one or more of the
parties in the supply chain.

The purpose is to address issues related to communication and coordinated activities of


particular interest to the relevant base (operating area), region or shared sailing area.

All parties have the right and obligation to initiate such joint meetings. However, the
operating company – as the client – has a special duty to continuously evaluate the need for
and call such meetings.
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4 Manning and qualifications, crew on board offshore service


vessels

4.1 General

The requirements described in this chapter are requirements stipulated by the operating
companies in addition to regulatory requirements related to manning and crew qualifications.
The operating company is responsible for describing the framework and work scope for the
service. Based on this the vessel manning is determined as part of the contract between the
Ship Owner and operator.

The crew on board vessels shall meet the standards for training, certificates and watches for
maritime personnel (STCW Convention of 1995 with subsequent updates), including valid
health certificates for maritime personnel. The crew shall furthermore meet the requirements
related to safety and emergency preparedness training in accordance with OLF’s guidelines.

As regards language the crew shall be able to communicate in either a Scandinavian language
or English (cf. NORSOK Standard for Marine Operations, J-003, Chapter 4.5.4 Verbal
communication skills). However, during operations within the safety zone the same language
shall be used, either a Scandinavia language or English, by everyone on the bridge, in the
engine room and among those performing work on the cargo deck.

The size of the crew shall as a minimum comply with the flag state's regulations related to
safety manning. In addition, the Ship Owner shall ensure that the manning level will ensure
compliance with the requirements of the sovereign state of the continental shelf (coastal state)
related to rest and working hour during the entire assignment/service.

4.2 Manning and qualifications, supply vessels

Masters/navigators/mates:

On supply vessels the size of the crew is always to be such as to allow two people on the
bridge during loading and offloading operations within the safety zone, of whom at least one
shall be a navigator, preferably both. Person number two shall be part of the vessel’s crew and
be certified for watch duty on the bridge (cf. the STCW95 Convention). The number of crew
members shall be such that the individual crew members, who are covered by the working
hour provisions, do not exceed the working hour regulations.

A midshipman trainee may replace certified personnel in performing watch duty on the
bridge. However, this assumes that the Master considers this person competent for watch duty
on the bridge. This person will then replace person number two on the bridge, i.e. the person
that need not be a navigator.
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Able-bodied seamen/ship mechanics/deck crew:

During loading and offloading operations within the safety zone, there shall be a minimum of
two qualified able-bodied seamen on deck. If the operating company has stipulated special
competence requirements for able-bodied seamen, in addition to the general ones that apply to
this position, the Ship Owner shall ensure that the vessel's able-bodied seamen meet these
requirements. Any such special requirements are to be set out in the contract documents (cf.
Chapter 3.1).

Anyone working on deck during loading/offloading operations shall know how to secure
cargo with slings and be familiar with lifting equipment requirements. This knowledge shall
be documented. A "slinger course" (cf. F2702) at an approved training centre or equivalent
will ensure compliance with these requirements.

Note: *It is possible to deviate from the competence requirements for one of the able-bodied
seamen, assuming that the person in question is in the last year of his/her traineeship.
He/she shall also as a minimum have served six months on board vessels performing
supply or anchor handling services. The person in question is also not allowed to
work alone on the cargo deck**. Any trainee shall always work together with a
qualified able-bodied seaman. In addition, the trainee shall meet the requirements of
an approved "slinger course (F2702)"* at an approved training centre or equivalent.

*) Able-bodied seamen on board vessels sailing under foreign flags shall be able to
document knowledge about securing cargo with slings and lifting equipment. Any
such course shall be equivalent to a slinger course (F2702). The Ship Owner shall
ensure personnel can submit documentation proving that they have completed such
training.

**) It is accepted that foreign maritime personnel on a trainee contract undergoing training
in accordance with flag state requirements on board vessels sailing under foreign flags
work on the cargo deck provided that the person in question works together with least
one qualified AB seaman (able-bodied seaman).

4.3 Manning and qualifications, standby vessels

Manning on board standby service vessels shall be at a level that ensures that tasks described
in the contract in connection with the assignment/service will be carried out in a satisfactory
manner and in accordance with national rest and working hour provisions.

Note: If the vessel is to perform activities in addition to pure standby duties, for
example transfer cargo between installations on the field (interfield
operations), anchor handling, towing, etc., the manning level shall ensure that
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the activities will be carried out in compliance with the rest and working hour
provisions.

If the activities carried out by the vessel, beyond a pure standby service,
include loading and offloading operations, the members of the crew working
on the cargo deck shall comply with the requirements related to training and
competence for supply vessels (cf. Chapter 4.2 on AB seamen/ship
mechanics/deck crew). In addition, there are to be two people on the bridge
when the vessel is within the safety zone involved in ongoing loading or
offloading operations (cf. Chapter 4.2 on Masters/navigators/mates).

Special requirements may apply to crew levels and qualifications for standby service vessels
in areas with regional emergency preparedness. Any such requirements are to be defined in
the contract (cf. Chapter 3.1), and the Ship Owner is obliged to ensure that the crew at all
times meets any requirements related to both the number of crew members and crew
qualifications.

4.4 Manning and qualifications, anchor handling vessels

4.1 Manning levels

When determining the crew levels on board vessels that are to carry out anchor handling
assignments, certain circumstances shall be taken into consideration. The rest and working
hour provisions of the sovereign state of the continental shelf (coastal state) is to be regarded
as the minimum requirement for determining the size of the crew on the vessel. In addition,
the crew number shall also take into consideration that operations may go on continuously for
several days. The bridge and deck shall be manned with the necessary competent personnel
for as long as the job is in progress.

Two people shall be on the bridge, at all times, during anchor handling operations, of whom
one shall be a navigator, preferably both. Person number two shall, if he/she is not a
navigator, as a minimum comply with the bridge watch duty requirements of STCW95. There
shall be at least two qualified able-bodied seamen on deck, or in the immediate vicinity of the
deck.

If the anchor handling vessel is to carry out any activity other than anchor handling (with the
exception of standby duty) within the safety zone, the requirement stipulating two people on
the bridge (one of whom shall be a navigator, preferably both (as above)) will still apply, even
if it is only a short stay to pick up/deliver documentation, anchor handling equipment, etc.

For any vessel performing services under long-term contracts with an operating company
where the vessel performs other tasks other than anchor handling, the crew level may be set in
accordance with the operating company's plans. Any such plans shall be described in the
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contract documents (ref. Section 3.1). If such a service carried out, the crew shall be ensured
sufficient rest between jobs. It is a requirement that assignments are planned to ensure
compliance with rest and working hour provisions or that extra personnel are taken on board
when needed.

Anchor handling vessels operating in the spot market shall take into consideration the
services offered the vessel. If the vessel is offered continuous operations over extended
periods of time, this shall be reflected in the crew numbers to ensure compliance with rest and
working hour provisions, etc. for the crew for the duration of the assignment.

4.4.2 Qualifications - anchor handling

Anchor handling operations normally has a high risk potential and it is important that
personnel participating in such operations have good knowledge of all aspects of this type of
operation.

Masters:

Masters on board vessels that carry or may carry out anchor handling operations shall have
good knowledge of how these types of operations are carried out. Masters with no previous
experience of anchor handling operations shall perform a minimum of five rig moves,
together with an experienced Master, before he/she is allowed to be in command of an anchor
handling assignment. The Ship Owner shall document that the Master in question complies
with this requirement.

A Master with previous anchor handling experience, either as a Master and/or first mate, but
where it is more than five years since the last anchor handling operation, shall have an
overlap period of a minimum of 14 days with a Master experienced in anchor handling. It is a
condition that at least one anchor handling operation is carried out during the overlap period.

Mates:

First mates on board vessels that carry or may carry out anchor handling operations shall have
good knowledge of such operations. They shall be familiar with operational guidelines incl.
anchor handling safety and be familiar with the safe use of the equipment and its limitations.

First mates with no previous experience of anchor handling operations shall perform a
minimum of five rig moves together with an experienced Master or first mate. The Ship
Owner shall document that the first mate in question complies with this requirement.

Mates shall be familiar with anchor handling before they participate actively in such
operations. If they have no experience of anchor handling operations, they shall be provided
with a satisfactory introduction to all procedures and requirements related to anchor handling
safety. They shall be made familiar with the hazards of the operations before they can actively
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participate in an operation. The Master shall document that they have received this
training/introduction either in a separate document or through an entry in the log.

If a mate is to supervise the work on deck, it is condition that he/she has anchor handling
experience and/or is very familiar with how anchor equipment is connected and functions. In
addition, he/she shall be familiar with hazards and risk factors associated with such work on
deck, as well as being familiar with anchor handling procedures and guidelines.

Mates working on the bridge during anchor handling operations and who are assigned tasks
that may affect the safety of those working on deck, shall be familiar with work operations on
deck and be familiar with the hazards and risk factors associated with work on deck in
connection with anchor handling operations.

Winch operators:

Personnel assigned the task of operating the anchor handling winch system shall have
sufficient knowledge about the winch, safety systems, functions and limitations. The Ship
Owner shall issue a certificate of qualification showing that he/she has received the necessary
training.

Able-bodied seamen/ship mechanics/deck crew:

Personnel serving on vessels providing anchor-handling services shall meet the training and
competence requirements for AB seamen. AB seamen assigned independent work on deck
during anchor handling operations shall be familiar with guidelines and routines for this type
of operation and have sufficient knowledge about anchor handling safety (cf. OLF/NSA
Guidelines for Safe Anchor Handling and Towing). Personnel performing work on deck
during anchor handling operations shall also have a certificate for maritime VHF radio.

Able-bodied seamen with no previous anchor handling experience are to be trained in


guidelines, routines and the safe use of equipment before they are assigned independent work
on deck during such operations. When an AB seaman has been given adequate training (shall
be evaluated by the Master, but the AB seaman shall agree with the Master's assessment), this
shall be documented either in a separate document or by an entry in the log.

However, no one is allowed to work on deck without being familiar with work routines and
safety requirements. AB seamen and other personnel performing tasks on deck shall have
completed a "slinger course"* (F2702) at an approved training centre or equivalent.

Note: Any one working on a trainee contract and assigned work on deck shall always
work together with a qualified AB seaman (i.e. an AB seaman with anchor
handling experience). Any apprentice shall as a minimum be in the last year of
his/her traineeship and have had a thorough introduction in the use of
equipment, been introduced to procedures and be familiar with all hazards and
risk factors associated with work on deck during anchor handling operations.
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*) Seamen on board vessels sailing under foreign flags shall be able to document
knowledge about securing cargo with slings and lifting equipment.

**) It is accepted to use maritime personnel, working on a trainee contract undergoing


training in accordance with flag state requirements on board vessels sailing under
foreign flags, for work on the cargo deck provided that the person in question works
together with least one qualified AB seaman (able-bodied seaman).

Able-bodied seamen/ship mechanics/deck crew:

Personnel serving on vessels providing anchor-handling services shall comply with the
training and competence requirements for seamen. Seamen assigned independent work on
deck during anchor handling operations shall be familiar with guidelines and routines for this
type of operation and have sufficient knowledge about safety in connection with anchor
handling operations (cf. OLF/NSA Guidelines for Safe Anchor Handling and Towing).
Personnel performing work on deck during anchor handling operations shall also have a
certificate for maritime VHF radio.

Seamen with no previous experience with anchor handling operations shall be trained in
guidelines, routines and the safe use of equipment before they are assigned independent work
on deck during such operations. When a seaman is sufficiently trained (shall be evaluated by
the Master, but the seaman shall agree with the Master's assessment), this shall be
documented either in a separate document or by an entry in the log.

However, no person is allowed to work on deck without being familiar with work routines
and safety requirements. Seamen and other personnel performing tasks on the work deck
shall have completed a "slinger course"* (F2702) at an approved training centre or equivalent.

Note: Any one working on a trainee contract and assigned work on deck shall always
work together with a qualified AB seaman (i.e. an AB seaman with anchor
handling experience). Any apprentice shall as a minimum be in the last year of
his/her traineeship and have had a thorough introduction in the use of
equipment, been introduced to procedures and be familiar with all hazards and
risk factors associated with work on deck during anchor handling operations.

*) Seamen on board vessels sailing under foreign flags shall be able to document
knowledge about securing cargo with slings and lifting equipment.

**) It is accepted to use maritime personnel, working on a trainee contract undergoing


training in accordance with flag state requirements on board vessels sailing under
foreign flag, for work on the cargo deck provided that the person in question works
together with least one qualified AB seaman (able-bodied seaman).
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4.5 Sailing periods, crew change

4.5.1 Sailing period

The sailing period for crew members on board offshore service vessels shall be in accordance
with the agreements between the shipping organisations and the crew's organisations.
However, any continuous period on board shall not exceed 30 days.

Note: If the Ship Owner of an offshore service vessel has entered into agreements
entailing more than 30 days continuous service on board for crew members,
this will be acceptable if the vessel operates in the spot market. However, any
such vessel will need approved agreements for the entire crew.

If a Ship Owner enters into an agreement with an operating company for a


duration that comes under the definition of a long-term charter party, the Ship
Owner shall adhere to the requirement stipulating a maximum of 30 days of
continuous service for the sailing periods.
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5 Training and competence in connection with loading and


offloading of offshore service vessels for personnel on bases
and/or quay facilities

5.1 General

All cargo, equipment and cargo carriers shall be inspected before loaded on board offshore
service vessels. As a minimum, the inspection shall ensure that the cargo carriers are in good
order and that all goods in the carriers are secured according to requirements. The inspection
shall furthermore involve checking that slings, wires, chains, lifting lugs, eye bolts, etc. are in
good order and comply with regulatory requirements for the intended task. It should also be
ensured that there are no loose objects on top of, along the sides, inside or under cargo
carriers before they are loaded on board vessels.

The inspection is to be performed immediately before the cargo is loaded on board the
vessels. Any equipment that does not comply with the requirements shall be rejected
immediately and reported through an established system for undesired incident reporting. The
person responsible for the defects shall be informed.

Documentation of all qualifications is a requirement. The documentation is to be available to


the authorities during inspections and/or to personnel assigned the task of checking
competence on behalf of operating companies.

5.2 Competence requirements for operation managers/ shipping managers/ sailing


managers/ vessel coordinators/ logistics coordinators

Personnel assigned tasks in connection with planning and preparation of maritime operations,
involving loading and offloading of offshore service vessels, shall have knowledge of the
transportation of dangerous goods on ships (IMDG Code) and safe use of lifting appliances
(cf. curriculum F2702). Such personnel should preferably also have a maritime background
(nautical course of study/mate/Master). Personnel without a maritime background shall be
trained in handling cargo (cf. STCW95, Section A-II/3, Loading, offloading and stowing of
cargo at operational levels).

The person defined as the operation manager, shipping manager, sailing manager, vessel
coordinator or logistics coordinator is the person responsible for all loading and offloading
operations involving offshore service vessels at a base, quay or tank installation. The
responsibility is limited to coordination and follow-up of operations and/or activities taking
place within the base company, quay or tank installation area.
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5.3 Competence requirements for quay foremen

Quay foremen shall have knowledge about cargo handling in connection with loading of
vessels, and be familiar with safety rules in connection with crane operations.

They shall furthermore have competence in:

• Safe use of lifting equipment (cf. curriculum F-27002)


• Stowing/securing cargo in containers
• Transportation of dangerous goods on ships (IMDG Code)
• Knowledge of English at an adequate level in order to communicate with crews speaking
English

5.4 Competence requirements for personnel assigned tasks in connection with placing
goods in cargo carriers

Personnel assigned tasks that entail loading goods into cargo carriers shall have knowledge
about securing cargo in cargo carriers and be familiar with requirements related thereto.

Note: If personnel are to handle goods classified as dangerous goods, such


personnel shall be competent in the transportation of dangerous goods on
ships (IMDG Code).

5.5 Competence requirements for crane operators

Crane operators shall be certified for the equipment/tools that they are assigned to handle (e.g.
mobile cranes: certificate for mobile cranes G1, in accordance with curriculum F-2685 and F-
2686). In addition, they shall also have completed a slinger course (F-2702).

5.6 Competence requirements for personnel assigned tasks in connection with


loading and/or offloading offshore service vessels

Personnel assigned tasks in connection with loading and offloading offshore service vessels
shall have completed a "slinger course" (F2702) at an approved training centre. They shall
furthermore be familiar with regulatory requirements for the transportation of dangerous
goods on ships (IMDG Code).

5.7 Competence requirements for base and/or quay personnel involved in bulk cargo
loading/offloading operations

Personnel assigned tasks in connection with loading/offloading bulk cargo involving offshore
service vessels shall have knowledge about the safe handling of the type of bulk cargo being
handled (especially in connection with loading of methanol, A and B liquids and hazardous
chemicals).
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Such personnel shall in addition have knowledge enabling them to handle any spills, limit the
spread of any spills/discharges and be familiar with notification procedures in connection
with spills/discharges to the external environment.
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6. Training and competence in connection with loading and


offloading of offshore service vessels for personnel on
offshore facilities

6.1 General

The offshore installation manager has the overall responsibility for all operations within the
safety zone around the installation. This responsibility entails, among other things, granting
the Master permission to enter the safety zone. The offshore installation manager is also
responsible for ensuring that personnel on board the installation involved in loading and
offloading vessels have the necessary competence to perform the operation in a completely
safe manner.

Note: Before a vessel is cleared to enter the safety zone, the Mastershall be informed of all
simultaneous operations that may be of significance for the vessel's planned
assignment and/or the safety of the crew, cargo and vessel.

The offshore installation manager shall have documentation verifying that personnel on board
the offshore installation, involved in loading and offloading operations, meet the competence
requirements. The documentation shall be available to the authorities during inspections
and/or to personnel assigned the task of verifying competence requirements on behalf of the
operating company.

Note: If another person acts on behalf of the offshore installation manager in connection
with operations involving offshore service vessels within the safety zone, this shall be
described in the platform's documentation and communicated to the vessel before
operations start. The person in question shall be very knowledgeable about the
authority, responsibilities and roles associated with this duty.

6.2 Personnel responsible for loading/offloading operations involving vessels

The person assigned the task of coordinating maritime operations within the safety zone shall
have knowledge about vessels and vessel operations. This person shall preferably have a
maritime background, and if not, he/she shall be trained in cargo handling. .

This training shall include adequate knowledge about the types of vessels used in maritime
operations, how manoeuvring/positioning systems function, the vessels' characteristics and
limitations (incl. weather restrictions and vessel load capacity) and knowledge about maritime
terminology in order to communicate with maritime personnel on board vessels.
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The person responsible for loading/offloading operations involving vessels shall furthermore
have knowledge about regulatory requirements for the transportation of dangerous goods on
ships (the IMDG Code). The person responsible for loading/offloading operations shall be
available for as long as there are loading or offloading operations in progress. He/she is also
obliged to make sure that the crane is manned while there are loading/offloading operations in
progress involving a vessel alongside the installation.

6.3 Storekeepers/deckhands

Storekeepers/deckhands shall be familiar with materials management, handling of goods,


transportation of dangerous goods on ships (the IMDG Code), as well as strapping/securing
cargo in open (baskets) and closed containers.

Storekeepers/deckhands shall have completed courses in the safe use of lifting appliances
(F2702) at an approved training centre.

6.4 Person receiving drilling fluid/cementing products for drilling and production

The person receiving drilling fluid and cementing products shall have knowledge about
processing and labelling of dangerous cargo (the IMO IMDG Code). He/she shall have in-
depth knowledge about piping, incl. valves, for handling bulk on the installation.

The person receiving drilling fluid and cementing products shall be familiar with procedures
and/or guidelines for handling vessels alongside offshore facilities.

6.5 Flagmen/deckhands

Flagmen/deckhands shall have knowledge about the handling of offshore service vessels (as
flagmen) and the transportation of dangerous goods on ships (the IMDG Code).

Flagmen/deckhands shall have completed courses in the safe use of lifting appliances
(curriculum F2702) at an approved training centre.

6.6 Crane operators

Crane operators shall have an offshore crane operator certificate and have completed courses
in the safe use of lifting appliances (curriculum F-2702). Crane operators shall have a good
command of English in order to communicate, when necessary, with foreign vessels or
vessels with a foreign crew.
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Crane operators shall have knowledge about/experience in the loading/offloading of offshore


service vessels.

7. Risk assessment of maritime operations

7.1 General

When necessary for a safe operation of offshore service vessels within the safety zone, the
operating company shall identify risk factors and define acceptance criteria for maritime
operations. The result of the identification shall be available in writing and enclosed with the
procurement documents. The document shall be presented to shipping companies/Masters
when signing contracts to allow Masters to familiarise themselves with the content and inform
the crew about any hazards and risks before operations are initiated.

If information on risk and acceptance criteria emerge that restricts the vessel in carrying out
the planned operations, the Master shall immediately inform the offshore installation manager
and operating company. If compensating measures become necessary to carry out operations
in a safe manner, this shall be communicated to the offshore installation manager, and he/she
shall consent before the operations are initiated.

Note: Risk assessments only involving the vessel are the responsibility of the Ship
Owner. Risk assessments of operations in connection with interaction between
vessels and the offshore installation, shall be coordinated by the offshore
installation manager, with participation by the Ship Owner/vessel.

Risk assessments shall be performed in cooperation with experts in safety and


risk analysis.

Small/limited operations need not be subject to a complete risk analysis. A safe job analysis
may replace a comprehensive risk assessment in such cases (cf. Chapter 9.2.13).

It is recommended that a safe job analysis be used in connection with risk assessments of
maritime operations whenever risk assessments, as mentioned above, are not appropriate.
This may involve simpler operations or when dealing with non-conformances based on
procedures or guidelines.

Safe job analyses are not used when procedures or guidelines, describing safety precautions,
have been prepared for the specific operation. The Master of the vessel determines whether a
safe job analysis is to be performed for the vessel. The offshore installation manager will
determine whether a safe job analysis is to be performed for coordinated activities between
vessels and the installation.
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7.2 Risks to vessels at offshore facilities

7.2.1 Discharges to sea from offshore facilities

Offshore facilities shall have technical systems that prevent discharge of fluids, incl. cooling
water and/or solids, from the installation drifting towards vessels during vessel operations
within the safety zone. If the installation does not have technical systems effectively
preventing discharges, the installation shall have established and practice operational routines
that prevent vessels being exposed to such discharges during operations alongside the
installation or within the safety zone.

If discharges from the installation threaten the safety of maritime operations, the crew’s
health or working environment, the Master shall immediately move away from the installation
and place the vessel in a safe position. The Master shall notify the offshore installation
manager before the vessel departs. The Master shall not return until the installation has
informed him/her that the discharge has been stopped, the cause of the discharge has been
determined and necessary measures to prevent new discharges have been initiated.

All discharges shall be reported via the operating company's, Ship Owner's and/or charterer's
system for undesired incident reporting.

7.2.2 Vessel alongside an offshore installation

Stays within the safety zone shall be limited to a minimum. The vessel and installation shall
be ready for the operation (loading, offloading, ROV operation, etc.) before the vessel enters
the safety zone. Checklists for the planned operation shall be completed and accepted before
the vessel enters the zone.

Should circumstances force the operation to be suspended for a shorter or longer period of
time, the party responsible for the suspension shall inform the other parties of this. If the
operation is suspended for an extended period of time, it shall be possible for the vessel to
move away from the installation and wait outside the safety zone until the operation can be
resumed. Alternatively the shipping manager/sailing manager can be contacted in order to use
the delay, if possible, to serve other installations in the area or on the vessel's sailing schedule.
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7.2.3 Work on leeward or windward side of offshore installations in adverse weather

The vessel Master is responsible for determining which side of the installation can be used for
carrying out the planned operation. In order for a vessel to be allowed to operate on the
windward side, the vessel shall have technical redundancy (see Chapter 8.2). It is possible to
compensate for a lack of technical redundancy by preparing documented operational
limitations for the vessel (cf. Chapter 7.2.4).

If the vessel has to use more than 50% of its engine thrust on main propulsion or side
thrusters to keep the vessel positioned during operations on the windward side, the vessel
shall move away from the installation or alternatively move to the leeward side. If the leeward
side is not an option, further operations shall be suspended until the weather conditions have
changed so that the operations can resume on the windward side.

Note: Any vessel planning operations on the windward side of a installation, regardless of
whether the vessel meets the technical redundancy requirements or not, shall have
performed an analysis of the impact of a propulsion failure, failure in the
manoeuvring or positioning systems during operations within the safety zone.
Situations that may lead to the vessel starting to drift shall be identified and
operational limitations prepared for such situations. Operational limitations shall be
described in the vessel's operations manual. The Ship Owner shall inform the
operating company of any such limitations before signing the contract.

7.2.4 Operational limitations

The Ship Owner is responsible for describing operational limitations for the various vessel
operations for each single vessel. Operational limitations will vary according to the vessel's
design, size, outfitting etc. The operating company shall be informed of any operational
limitations before signing the contract, for example in the form of classification society
approved DP capability plot and Environment Regularity Number (ERN).

The Ship Owner shall draft operational limitations for any vessel with insufficient technical
redundancy in its propulsion, manoeuvring and positioning systems (see Chapter 8.2). The
operational limitations shall describe the restrictions placed on the individual operations to be
carried out by the vessel, as well as describe any compensating measures that will be initiated
to ensure the operations can be carried out.

The operating company may stipulate weather limitations on a more general basis for
operations on fields/facilities, such as loading/offloading operations involving a installation
and vessel. This shall be communicated to the Master on board vessels arriving at the relevant
installation before the vessels enter the safety zone.

The Master is responsible for continuously evaluating the safety of any ongoing operation. If
one approaches the limits for safe operation, the Master shall take the necessary precautions
to ensure staying within the limits. If necessary, the Master shall stop the operation (cf.
Section 1.3 Responsibilities). If an ongoing operation is stopped by the Master, this shall be
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communicated immediately to the offshore installation manager, and the operating company
or shipping manager shall be notified.

Special safety precautions shall be taken when lifting in unstable wave conditions,
particularly involving heavy lifts. The crane operator is responsible for ensuring that the
lifting operation is carried out in accordance with the crane's load diagram and other relevant
operational limitations applicable to the installation in question.

8 Technical vessel requirements

8.1 General

Vessels that carry out operations within the safety zone around an offshore installation shall
have a satisfactory technical standard. The purpose is to avoid technical failures that will
result in vessels drifting uncontrollably and representing a hazard or accident situation for the
installation. By defining minimum requirements for the vessels' technical systems, the
intention is to be able to reduce the hazard and risk level for maritime operations within the
safety zone to an acceptable level in compliance with regulatory requirements (cf. Chapter
XIV, Section 81 of the Regulations relating to conduct of activities in the petroleum activities
(Activities Regulations) of September 2001, YA-074, on marine operations). The technical
redundancy requirements that should apply to individual vessels will be based on the type of
operation the vessel in question will be doing.

8.2 Technical redundancy

A satisfactory technical redundancy level for an offshore service vessel will be if the vessel
meets the requirements in the "Specification for redundancy in position keeping ability".
However, DNV or some other classification society shall verify that the vessel's technical
systems comply with the requirements described in the document by issuing a Declaration of
Compliance (DOC). The interval for renewal of the DOC is the same as for the vessel's main
classification (i.e. every fifth year).

Note: Vessels equipped with dynamic positioning equipment corresponding to equipment


class 2 (cf. IMO / MSC Circular 645, Chapter 2 – Equipment Classes) with class
notation DYN POS AUTR or AUTRO issued by the DNV or equivalent by another
recognised classification society, is in compliance with the technical redundancy
requirements (cf. DNV Rules for Classification, Dynamic Positioning System, Pt 6,
Ch. 7, Sec. 2 D. Redundancy and independence and E. System arrangement).

Operational limitations shall be prepared for vessels that do not comply with the minimum
technical redundancy requirements. The operational limitations shall be documented and
supported by an FME analysis (cf. OLF document, Guidelines for Acceptance Criteria for
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Offshore Service Vessels (Section 4.3 Failure Mode and Effect Analysis). It shall be verified
that the operational limitations described are sufficient to ensure an acceptable risk level. This
means that they shall reduce the risk of collision with an installation, cause no harm to those
involved in the operation and reduce the probability of hazardous and accidental situations.

The Ship Owner shall present the operational limitations to the charterer before the contract is
signed. The charterer, on the other hand, is obliged to make the relevant facilities aware of
any operational limitations before the vessel enters the service.

8.3 Supply vessels

Vessels conducting loading and offloading operations within the safety zone of an offshore
installation represent a hazard. In order to accept a supply vessel carrying out loading or
offloading operations within the safety zone, the vessel shall satisfy technical redundancy
requirements (cf. Section 8.2 Technical redundancy) or have documented operational
limitations in place that will compensate for a lack of redundancy.

8.4 Standby vessels

Vessels only performing standby duties are not seen as representing the same risk potential as
supply vessels. However, this assumes that the vessel mainly operates outside the safety zone.
If the vessel is used for near standby, i.e. within the safety zone, the vessel shall document
satisfactory technical redundancy on level with a supply vessel (ref. Section 8.2 Technical
redundancy) or have documented operational limitations in place that will compensate for a
lack of redundancy.

If the standby vessel is used for infield transfer operations and loading or offloading
operations are conducted, the vessel shall comply with the same redundancy requirements for
technical systems as a supply vessel (ref. Section 8.2 Technical redundancy) or have
documented operational limitations in place that will compensate for a lack of redundancy.

8.5 Anchor handling vessels

Vessels carrying out anchor handling operations are regarded as representing the same risk
potential as supply service vessels. This means that vessels in this category shall comply with
the same redundancy requirements for technical systems as supply vessels (cf. Section 8.2
Technical redundancy).
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9 Documentation

9.1 Instructions

The instructions provide guidelines for safe and efficient operation of offshore service vessels
taking into consideration client requirements and good seamanship.

The instructions may be used as a reference for preparation of own instructions, or more
directly as enclosures (complete or partial) to work instructions and contracts/charter parties
between the charterer and suppliers of maritime services.

9.2 Field description

A field description shall be prepared on a single sheet or be included in the Ship Owner's
instructions to the Master (Vessel Master's Manual), and will normally include:

• Type of installation, geographical position, address

• Telecommunication, telephone, fax, telex, e-mail, VHF & UHF channels

• Person responsible for loading and offloading at the installation

• Position of cranes and loading stations, lifting capacity and radius (range), exclusion
zones, restrictions, etc.

• Bulk; capacities, positions, hoses and connections, location of hoses in relation to


cranes, person responsible for loading/offloading at the installation

• Discharges, type and position (including location of ventilation for dry bulk material)

• Weather restrictions for cranes

• Special hazards such as risers, anchor lines, obstructions, buoy systems, etc.

• The section of the field contingency plan that contains instructions on how
Masters/vessels shall respond if situations arise on/around the installation that will
entail mobilisation of first line emergency response on the installation

An example of such a field description is shown below.


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Figure text:
NSA/OLF Model for safe and efficient operations
Field centre example, position N E

Crane Crane
Channel plan:
Emergency communication
Crane A/deck
Bulk control
Crane B/deck
Responsible for loading/offloading

Discharges
Dangerous area
Loading/offloading area

Hose connections
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9.3 Sailing schedule

Vessels will normally carry cargo to more than one installation and in many cases for or to
several operating companies.

In order for the round trip to be as cost-effective as possible, the operator shall appoint a
sailing responsible whom the vessel Master and installation management can contact. The
sailing responsible will be responsible for prioritising the order calls, decide any deviation
from sailing schedules, establish communication lines and reporting routines, inform about
ETA/ETD as well as stipulate vessel sailing speed based on an economical speed and desired
call sequence.

9.4 Stowage plans for outgoing and incoming cargo

Stowage plans shall be prepared for both outgoing and incoming cargo. Data tools should be
used to ensure efficient stowage planning to have information about the type of cargo and
cargo quantities reported, and where the cargo will be placed and secured.

The stowage plan shall be prepared well in advance before loading commences and shall as a
minimum contain:

• Quantity, estimated weight and labelling of individual items

• Type, consistency, volume and specific weight of bulk cargo

• Requirements related to handling of dangerous cargo

• Transportation documents (ref. IMDG Code, Chapter 5.4.1) for dangerous substances

9.5 Maintenance

All vessels shall have a documented maintenance system. The maintenance system shall
cover all main systems that are vital for the on-board safety and for the vessel's operational
safety.

The maintenance system shall allow one to access status reports of orders/requirements issued
by classification societies, authorities and charterer. Such status reports shall be available on
board.
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9.6 Reporting

Guidelines for incident reporting (RUH) and near misses

A system shall be established for reporting, recording, evaluating and follow-up of RUH
(including near misses). Feedback to the person/party reporting the incident shall be part of
the follow-up. RUHs shall not be "closed" before implementation of corrective action has
been confirmed.

A standardised form for undesired incident reporting (RUH) shall be used. The operating
company may require that the operating company's own form shall be used for this reporting,
but some operators may accept the Ship Owner's forms. In such cases this shall be agreed
between the operator and Ship Owner when signing the contract.

Reporting of non-conformances

A system shall also be established for reporting non-conformances with stipulated


rules/standards.
Definitions shall be established for which non-conformances that shall be reported, as well as
procedures for dealing with non-conformances and follow-up.

Routine reports

Routine reports shall be standardised and limited to the essentials.


Modern communication and information technology shall be used to the extent it will
contribute to improved safety and efficiency.

Reporting

When an assignment has been completed, a written report shall be prepared in accordance
with the operating company's/charterer's requirements, including i.a. time of start-up and
completion, consumption of bunkers and lubricants, reported incidents, charterer's equipment
on board and condition (when relevant).

9.7 Emergency preparedness brief

The operating company shall prepare emergency preparedness briefs (preferably on single
sheets) that are sent to the vessels before starting assignments.

The emergency preparedness brief shall include the following information:

• Communication: Channel plan for radio, telephone, fax, telex and e-mail
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• Notification plans – interface document between the emergency procedures of the


Ship Owner and the operating company - Organisation chart with telephone, fax and
pager numbers
• Area charts with installations, etc. marked

Overview of resources in the area available in the event of an emergency: vessels,


installations, helicopters, etc.

9.8 Safe job analysis (SJA)

Objective

A safe job analysis (SJA) covers maritime operations such as supply services, anchor
handling/towing, standby services and vessel operations.

An SJA is performed if there are no existing procedures that describe how the task is to be
handled with defined safety precautions, or if someone on board has uncovered a hazard or
potential hazard during the operation, or where there is no procedure describing how to tackle
a task with defined safety precautions. The SJA method may also be used for risk assessment
of a task, when there is no previous experience on how to solve this specific task. The
objective is to keep the risk level as low as possible and to prevent all types harm.

Method

The operation (job) in question is analysed with a view to potential undesired incidents.
These are then analysed with a view to probability and consequence (result) in order to
determine the need for any corrective action as to the relevant operation (job). The first
priority is to reduce the probability of an accident.

This means that SJAs represent a simplified risk assessment where affected personnel, based
on experience and own knowledge, identify and assess potential undesired incidents for the
operation in question and recommend any corrective action if relevant.

SJA form

A standardised form and checklist shall be used as a tool for the person/party performing the
analysis. This form shall normally have fields for the following elements:

• Job description

• Confirmation that the parties involved participate in the analysis


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• The task to be performed, step by step

• References to any procedures

• Undesired incidents that may occur

• The outcome of such an incident; consequence

• How often can this happen; frequency

• Measures that should be implemented (technical, operational or organisational)

If the analysis identifies a need for a written procedure for this job, or that the outcome of the
analysis may be useful for colleagues on other vessels, a copy of the completed SJA form
shall be submitted to the Ship Owner (safety division) as soon as possible.

Approval of SJAs

When the form has been completed, it shall be presented to the person responsible for the task
and the safety delegate, to allow them to consider whether the proposed measures are
adequate to perform the job without increasing the risk for the parties or equipment involved.

The form shall be signed by both the person responsible for the task and the safety delegate. If
in doubt, the vessel shall seek advice from the client or Ship Owner before continuing with
the operation.

Competence

The crew on board shall be trained in risk assessments and the use of SJA forms.

9.9 Work permit system

The vessel's work permit system shall be used if work on board the vessel is to be performed
by third parties.
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10 Operational requirements

10.1 General

All operations within the safety zone involving offshore service vessels are subject to the
authority of the offshore installation manager. This means that all vessels shall obtain
permission from the offshore installation manager, or the person acting on his/her behalf, in
connection with maritime operations before the vessels enter the zone.

10.2 Minimum vessel requirements

Minimum vessel requirements shall be defined as a minimum of technical and operational


features that shall be harmonised and apply jointly to applicable vessels regardless of
operating company, and in particular for vessels that operate in a shared sailing pool.

Minimum vessel requirements shall be a standard amendment to contracts/charter parties both


long-term and spot.

10.3 Specification of requirements

Based on the minimum vessel requirements, the operating company shall establish a
specification of requirements for the work and functions in question the vessel is to perform.
The specification of the requirements shall be based on a risk assessment of the operation at
hand and the acceptance criteria used by the operating company to meet an acceptable safety
standard. Factors that may affect the working environment on board the offshore service
vessel shall be evaluated. Based on the specification of the requirements efforts shall be made
to provide a good and proper working environment for the crew.

A common requirement specification can be standardised for spot hire and regular supply
vessel hire. The format and document size shall facilitate transmission via fax and e-mail to
the vessels.

10.4 Operations within the safety zone using dynamic positioning (DP)

General:
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In order for a vessel to be allowed to carry out operations within the safety zone using
dynamic positioning (DP), the vessel shall meet the requirements corresponding to equipment
class 2 or 3 (cf. IMO / MSC Circular 645 of 6 June 1994) and with class notation DYN POS
AUTR or DYN POS AUTRO issued by DNV or equivalent from another classification
society.

Vessel in equipment class 1 that in other respects comply with technical redundancy
requirements corresponding to "Specification for redundancy in position keeping ability" with
a "Declaration of Compliance", issued by a recognized classification society, will be required
to obtain the operator’s permission before the vessel is allowed to carry out DP operations
within the safety zone. Such an acceptance will normally be tied to the operating company
accepting the vessel on a contract, unless the contract stipulates special conditions for DP
operations.

Overview of equipment classes/DP classes

Corresponding DP Classes Equipment


Description class
ABS LRS DNV (ref. IMO/MSC
Circular 645 Chapter
2 Equipment classes)
DPS-0 DP(CM) DYN POS AUTS Dynamic positioning equipment without No equipment
redundancy. class

DPS-1 DP(AM) DYN POS AUT Dynamic positioning system with an


independent joystick backup and backup Equipment class
in the reference system. 1

DPS-2 DP(AA) DYN POS AUTR Dynamic positioning system with Equipment class
redundancy in technical system and 2
independent joystick with backup.

DPS-3 DP(AAA) DYN POS Dynamic positioning system with Equipment class
AUTRO redundancy in technical system and 3
independent joystick with backup. In
addition, backup in DP control system
located in a separate DP control centre
designed with physical separation from
components contributing to redundancy.

Note: The detailed specification for each individual class notation is not identical to all classification societies.
The description used here has been simplified and generalised. For a complete description of class notation
requirements, please check the requirements of the individual classification society.

Requirements related to system testing before use:

Before the vessel enters the safety zone around the installation, the DP system with associated
backup systems shall be tested and prepared in accordance with the checklist for DP
operations.
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Before the vessel moves into loading/offloading positions, the Master and/or DP operator
shall ensure that the DP system has had the necessary time to establish sufficient data so that
the system can be operated in a satisfactory manner. As a minimum, the vessel shall be
positioned in auto mode for a minimum of 15 minutes at a safe distance from the installation,
with relevant position reference system data entered, in order to build up the mathematical
model.

Reference system requirements:

Three position reference systems shall be operative during the entire DP operation*. If
problems arise with one of the reference systems while the vessel is in DP mode, the Master
or DP operator shall take the necessary steps to ensure that the vessel maintains its position. If
necessary the Master or DP operator shall stop ongoing operations and move the vessel out
into a safe position to prevent dangerous situations from arising that may threaten the
personnel, vessel or installation.

*) Applies to equipment class/DP class 2. The requirement for equipment class/DP class
1 is two operative reference systems.

The DP system shall be designed to enable transition from DP mode to joystick/manual mode
just by the touch of a key.

Note: When a vessel carries out a DP operation vis-à-vis a installation that is positioned
using dynamic positioning or is anchored in such a manner that the installation (e.g.
production vessels, tension leg platforms, etc.) is allowed limited movement due to
environmental conditions, one should be aware of special circumstances that may
occur e.g. reduced reliability of the reference systems in certain situations. Another
factor is that the movement patterns of the two units may differ as a consequence of
unsynchronised movements ("surging") and that this may entail increased risk of
collision in certain situations if this is not monitored carefully. The person operating
the DP system must be familiar with these special conditions or, if relevant, obtain
information on the anchoring systems and movements of the installation, and take the
necessary precautions if involved in a DP operation vis-à-vis such facilities.

Caution: The reference system selected may affect the soundness of the operation.

Competence requirements:

Masters and mates on board vessels equipped with dynamic positioning systems shall have
the necessary competence and experience and certificates in accordance with the equipment
class the vessel is certified for as specified by its class notation, if DP operations are to be
carried out within the safety zone.
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If a person other than the one holding the necessary certificate (DP certificate) is to operate
the DP system while the vessel is operating within the safety zone (for example in connection
with training/gaining experience), the person in question shall have completed the basic
course at an approved training centre. The course shall provide an introduction to the system
functions as well as use of the DP system.

Note: Requirements related to competence, experience and certificates only apply if the
vessel is to carry out DP operations. It is not a general requirement that Masters and
mates on board vessels equipped with dynamic positioning systems shall have the
competence, experience and certificates required according to the vessel's equipment
class.
Masters and mates on board equipment class 1 vessels shall as a minimum have completed
the basic DP course at an approved training centre and be able to document knowledge about
the use of the system. At least one of the DP operators shall have navigator competence (cf.
Acceptance Criteria).

10.5 Cargo documents

Manifests shall be issued in writing or verbally by a representative appointed by the client,


either a base manager, shipping manager, offshore installation manager or someone with
equivalent authority. The final written manifest shall be submitted to the vessel's Master well
before the loading has been completed.

Note: Information and the necessary documents for dangerous goods shall be submitted to
the Master before this cargo is loaded on board the vessel.

10.6 Loading and offloading

Vessel safety

The vessel Master is responsible for the loading of the vessel. The Master shall ensure that the
shipper secures the necessary declarations in accordance with national as well as international
rules before any cargo is taken on board, whether the loading operation takes place at a base
or quay installation or by an offshore installation.

Selective offloading of cargo (i.e. offloading in a sequence other than the one planned) shall
be avoided. If it is requested to offload in a sequence different from the one planned, the
Master will have to perform a risk assessment (e.g. SJA). If the risk assessment concludes that
this entails an unacceptable risk for personnel, vessel and/or cargo, the cargo shall be
offloaded as originally planned. The crew shall use mandatory and approved safety equipment
as well as perform work operations in accordance with the vessel's work and safety
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procedures. Workwear shall have reflecting or fluorescent strips that renders the personnel
clearly visible for the crane operator.

Liquids or other pollution being drained from the installation shall be reported immediately to
the vessel's Master. The Master shall suspend the loading or offloading operation, if
discharges in the form of fluids or other pollution entail a health hazard for the crew, lead to a
poorer working environment and/or represent a danger to the safety of the vessel.

The duty deck officer is responsible for continuously evaluating the safety of the crew, vessel
and cargo during loading/offloading operations. The officer shall also ensure sufficient area
for safety zones and escape routes for those working on the cargo deck.

When it is dark or the visibility is poor, the deck shall be sufficiently lighted to enable the
crane operator and deck officer/navigator to see the operation and maintain eye contact with
the deck crew.

Personnel participating directly in loading/offloading operations shall have agreed means of


communication, for example radio contact or hand signals.

The designated flagman shall ensure that the landing area is clear and the crew safe before
cargo or hoses are landed on deck. The deck crew shall know about possible escape routes.
The flagman shall be able to stop ongoing loading/offloading operations, if the crew’s safety
is not adequately ensured.

If the load or lifting equipment does not appear to be in a safe condition for lifting or the
cargo is not adequately secured, the flagman shall be able to stop the lift and notify the duty
deck officer. He/she shall notify the installation about the situation and determine whether the
operation should continue.
Cargo and slings shall as far as possible be placed to prevent the crew having to climb or risk
crushing injuries. Pipes and/or casing should preferably be loaded in skids.

Dangerous cargo

• The Ship Owner shall have procedures in place for shipping dangerous cargo in bulk or
stowed in containers, including methanol and other dangerous liquids. These procedures
shall be presented and adhered to by the vessel crew.

• Vessels carrying dangerous cargo shall have an NLS certificate and "declaration for
carrying dangerous cargo on deck" with associated documentation approved by the
classification society/flag state.

The operating company/shipper shall issue information when dangerous cargo is to be


shipped with the vessel. The regulatory requirements regarding marking/labelling, data sheets
and placement shall furthermore be complied with. The cargo documentation shall contain the
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necessary information on dangerous cargo. Safety precautions recommended by data sheets


shall be implemented, also as regards protective gear for the crew.

Preparation of bulk tanks

Bulk tanks shall be prepared and inspected before loading. A deck officer or separate
surveyor shall make sure that the tanks are ready for the product and quantity to be shipped.
The approval of the tanks shall be logged. The shipper shall make sure that the bulk tanks on
board are prepared before loading

Loading fuel (bunkers) and sampling

A sampling procedure shall be established when loading fuel (bunkers). A sample shall be
obtained from each bunkering with the supplier and chief engineer present. The sample shall
be kept on board for three months, or one month after the bunkers from this tank has been
used or offloaded.

Inspection of bunkers after loading is the responsibility of the Ship Owner and is covered by
the vessel's management and/or maintenance system.

Backload

Well before arrival at the installation, the vessel/installation shall discuss and agree on the
following:

• Expected time of arrival at the installation (ETA)

• Loading position, sequence and communication

• Information to own crew and notification of any special considerations

• Type and quantity of backload, incl. dangerous cargo, number of containers, quantity of
bulk, etc.

Before offloading bulk cargo

Before bulk cargo is offloaded the following information shall be obtained from and
confirmed by the installation:
• Volume and weight of bulk to be offloaded

• Hoses and connections:


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- Colour codes and dimensions


- That hoses are rigged sufficiently long
- Routines for airing and blowing through hoses

• That the installation is ready to receive cargo with all valves and vents open and correct
tanks are lined up

Connection diagram for bulk hoses and colour codes

Product/colour code Platform/rig/ Offshore vessel


base/quay installation
Diesel 4" – Avery Hardoll/ ToDo- Identical to platform/rig -
Colour code: BROWN Matic (female end) (male end coupling)
Fresh water (Potable water) 4" – Weco coupling (male Identical to platform/rig -
Colour code: BLUE end) (female end coupling)
Freshwater (drill water) 4" – Weco coupling (male Identical to platform/rig -
Colour code: BLUE (tiger end) (female end coupling)
stripes)
Cement 5" Best coupling Identical to platform/rig -
Colour code: YELLOW (female end) (male end coupling)
Barite 5" Best coupling (male end) Identical to platform/rig -
Colour code: ORANGE (female end coupling)
Mineral oil 4" – Avery Hardoll/ ToDo- Identical to platform/rig -
Colour code: RED Matic coupling (female end) (male end coupling)
Brine 4" Weco coupling with ball Identical to platform/rig -
Colour code: RED valve or air blow down – male end coupling
(female end)
Liquid Mud 4" Weco coupling with ball Identical to platform/rig -
Colour code: BLACK valve or air blow down – female end coupling
(male end)
Methanol 4" Avery Hardoll / ToDo- Identical to platform/rig -
Colour code: Matic (female end) male end coupling
BLACK/YELLOW
Wax inhibitor 4" Avery Hardoll/ ToDo- Identical to platform/rig -
Colour code: BLACK/RED Matic (female end male end coupling
programmed)
Sludge 4" Avery Hardoll/ ToDo- Identical to platform/rig -
Colour code: Matic (female end) male end coupling
BLACK/GREEN
Glycol 4" Avery Hardoll/ ToDo- Identical to platform/rig -
Colour code: RED/YELLOW Matic coupling with ball valve male end coupling
or air blow down – (female
end)
H2S Scavenger 4" Avery Hardoll/ ToDo- Identical to platform/rig -
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Product/colour code Platform/rig/ Offshore vessel


base/quay installation
Colour code: RED/GREEN Matic (female end) male end coupling

Hose and connection dimensions shall meet the minimum vessel requirements. Hoses used for
transfer of bulk cargo between the vessel and installation shall be the same length and be a
minimum of 60 metres.

Bulk hoses shall be fitted with floating devices/buoyancy devices. These floating/buoyancy
devices shall be dimensioned to keep the hose at the surface during loading/offloading. The
hoses shall also have reflection/fluorescent markings on the part of the hose normally in the
water.

Pipelines on board for potable water shall always be flushed before connecting the
discharging hose.

Communications during loading/offloading operations

Radio contact between the deck crew, navigator/Master on duty and crane operator is vital
during loading/offloading operations offshore.

Communication with flagman/deck crew and use of portable UHF/VHF radio are mandatory
in connection with all loading/offloading operations offshore. This is to be able to
immediately stop any dangerous situations. Personnel shall use headphones.

Note: It is important that headphones are adapted to the needs of the users. Personnel
working on the cargo deck on board a vessel shall be equipped with headphones
designed not to impede sounds from the surroundings (waves/sea, cargo movements
on deck, warnings, etc.).

Lighting and/or reflective marking of the installation’s legs or columns

Legs or columns of offshore facilities shall be illuminated to ensure being clearly visible to
vessels. The lighting shall be designed to prevent blinding the vessel's navigators on the
bridge or personnel working on the vessel deck. If the legs or columns are only marked with
reflection/fluorescent strips, the quality of such strips shall ensure they are clearly visible to
the vessel's navigators in all weather conditions that permit operations within the safety zone.

Loading/offloading with forklifts

The base company is responsible for these operations including the condition of the forklift
and the qualifications of the forklift operator.
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Use of loading ramp

The person responsible for loading shall make sure that the ramp is positioned correctly and
secured before he/she permits the forklift operator to start loading. The work area shall be
secured, if this is possible from a practical point of view, with chains or fixed barriers.
Gangways shall be located outside the area where forklift operations take place.

10.7 Anchor handling and towing

General

The operating company will normally obtain any necessary A/H vessels, rent positioning
equipment and instruct parties involved about the scope of the A/H operation.

The offshore installation manager plans and approves all procedures and instructions
regarding A/H operations and moving of towing objects (rigs).

Reference is made to OLF/NSA Guidelines for Safe Anchor Handling and Towing as regards
equipment requirements, work specifications and planning and implementation of anchor
handling operations and towing.

10.8 Standby vessels

10.8.1 General

The Ship Owner shall ensure that the vessel, including equipment and outfitting, is
operational at all times while in service. The Ship Owner shall also ensure that an overall plan
is prepared for the operations on board and for the various standby services provided by the
vessel with its equipment (cf. rules for mobile installations, regulations relating to standby
vessels).

10.8.2 MOB boat w/associated equipment

The Ship Owner shall ensure that all personnel participating in or in some other manner
involved in MOB boat operations have the necessary training and competence for the tasks
assigned them. The MOB boat with associated launching arrangement shall be tested and
maintained in accordance with the manufacturer’s guidelines. Test results, non-conformances
and maintenance shall be documented.

Checklists shall be prepared for MOB boat operations that cover:


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Before launching:

• Visual inspection of boat before launching

• Visual inspection of davit including winch and warp for the MOB boat before
personnel enters the MOB boat.
• Visual inspection ensuring that the MOB boat crew is dressed as specified and that
the clothing is fitted and closed in accordance with requirements/guidelines before
the crew enters the MOB boat.

• Checking that the communication equipment and communication with the mother
ship works before the MOB boat is launched.

After retrieval (after drill or completed mission):

• Visual inspection of MOB boat

• Check that the electric power to the engine heater and battery charger is connected

• Refill fuel as needed

• Ensure that the MOB boat is sufficiently secured for the prevailing weather
conditions while also ensuring that the MOB boat will be ready for action within
the specified response time.

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