Guidelines for

Offshore
Marine
Operations
Guidelines for Offshore Marine
Operations
Contents

O e & Sponsors ................................................................................................... 8

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

1 Introduction
2 Abbreviations and Definitions
3 Roles and Responsibilities
4 Operational Risk Management
5 Certification, Training, Competency & Manning
6 Operational Communications & Meetings
7 Operational Best Practice
8 Collision Risk Management
9 Logistics and Cargo Handling Operations
10 Bulk Cargo Operations
11 Anchor Handling & MOU Moving
12 Project Support Operations
13 Emergencies
14 Further Information, References

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 List of Figures
Figure 1: Summary of Contents in Relation to Typical Voyage ............................. See Chapter 1
Figure 2: Communication Throughout Typical Voyage.......................................... See Chapter 6
Figure 3: Approach to Facility ................................................................................ See Chapter 8
Figure 4: Relative Vector Forces in Anchor Recovery ......................................... See Chapter 11

Appendices
Appendix 1-A Persons & Organisations Contributing to these Guidelines
Appendix 1-B Document Style and Structure
Appendix 1-C Hierarchy of Authorities
Appendix 1-D D c e O e a d Ma a e e
Appendix 1-E Preparation, Format and Contents of Regional or Local Supplements
Appendix 1-F Summary of Contents
Appendix 3-A Examples of Platform, MOU Data Cards
Appendix 3-B Examples of Base Operator and Port Data Cards
Appendix 4-A Minimum Personal Protective Equipment, Typical Examples
Appendix 7-A Guidance on Operations in Environmentally Extreme Conditions
Appendix 8-A Safety Zone Entry Check Lists
Appendix 9-A Deck Cargo Plan, Typical Example
Appendix 9-B Transport of Tubular Cargoes

Appendix 10-A Flowcharts Illustrating Handling of Bulk Cargoes in Port and at Offshore Facility
Appendix 10-B Bulk Cargo Transfer Check List
Appendix 10-C Bulk Hose Best Practice Guidelines
Appendix 10-D
Appendix 10-E Hose Markings and Connections
Appendix 10-F
Appendix 10-G Tank Cleaning Check List
Appendix 10-H Tank Cleaning Standards
Appendix 11-A Removed
Appendix 11-B Anchor Handling Systems, Set Up and Handling
Appendix 12-A Adverse Weather Criteria, Response and Rescue Support

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

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

to this document

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Document Control Sheet
Revision Number Date Description Authorised for Issue

Name Function

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

For Future Use

Revision Number Section Summary of Amendments from Previous Revision

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

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

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

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

Marine Operations Manuals

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

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Revision:0611-1401

1 Introduction
1.1 Acknowledgements

The Steering Group would like to thank those who participated or assisted in the preparation
of these Guidelines, details of which are included in Appendix 1 - A.

1.2 Purpose & Use

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

1.3 Document Style and Structure

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

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1.4 Protocols

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

1.4.1 Delegation of Authorities

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

1.4.2 Terminology

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

1.4.3 Verification of Information

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

1.4.4 Inclusion of Reference Material

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

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Revision:0611-1401

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

1.4.5 Gender Equality

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

1.5 Hierarchy of Authorities

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

1.6 Document“Ownership” & Management

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

1.7 Regional or Local Supplements

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

1.8 Summary of Contents

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

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GOMO CONTENTS IN RELATION TO TYPICAL OFFSHORE VOYAGE

CHAPTERS WITH RELEVANT

VOYAGE PHASE
INFORMATION

3
4
General 5
6
13

3
Vessel Procurement 4
13

9
Voyage Planning
10

4
Mobilisation 6
13

3
7.1
Loading 9
10
11 (if relevant)

Outward Voyage 7

7
Approach to Location and Set Up
8

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

Departure from Location 8

Inward Voyage 7

3
4
Discharge
9
10

De-Mobilisation

Figure 1: Summary of Contents in Relation to Typical Voyage

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2 Abbreviations and Definitions

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

2.1 Abbreviations

24/7 24 hours per day, 7 days per week

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

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FRC Fast Rescue Craft

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

JAG/TI Joint Action Group / Temperature Indices

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

IMDG International Maritime Dangerous Goods Code

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

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MBL Minimum Breaking Load

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

OIM Offshore Installation Manager

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

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PMS Power Management System

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

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

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

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2.2 Terminology Definitions

Accident: Undesired event resulting harm to on behalf of itself or other interests.

persons, environmental pollution or damage
to physical assets. Cherry-picking: Selective discharge of cargo
from within the stow.
Adverse Weather: Environmental conditions
requiring precautionary measures to safe- Competence: Acquisition of knowledge,
guard the facility or maintain safe working. skills and abilities at a level of expertise suffi-
cient to be able to perform a task to a required
Asset(s): Any infrastructure or equipment as- standard.
sociated with offshore production.
Confined Space: A free entry, non-
Banksman: Person on installation or vessel dangerous space where the relevant risk as-
guiding the Crane Operator May also be re- sessment has identified that under excep-
ferred to as "Flagman" or "Dogman". tional circumstances there would remain a (re-
mote) possibility for the atmosphere to be ad-
Base: Quay facilities with logistics support versely affected.
dedicated to petroleum activities. Entry and egress routes to such spaces likely
Base Company or Operator: Owner or op- to be restricted and controlled by permit.
erator of a base. Coxswain: Generic term for person in charge
Base Manager: Person responsible for oper- of a small craft.
ations on the base. Dangerous Space: Enclosed or confined
Blow Off: See "Drift Off". space in which it is foreseeable that the at-
mosphere may at some stage contain toxic or
Blow On: See "Drift On". flammable gases or vapours, or to be deficient
in oxygen, to the extent that it may endanger
Bollard pull : The towing vessel’s pull nor- the life or health of any person(s) entering that
mally specified as maximum continuous pull. space.

Bridle towing arrangement: Two wires or Daughter Craft: Larger fast rescue craft of
chains of equal length arranged as a trianglesemi-rigid construction and typically up to 11
that connects the towed object to the vessel metres in length, provided with fixed protec-
towing it. tion from elements for crew and recovered
Catenary curves: Specification of towline survivors, capable of being deployed from
and anchor line curvature for various loads. host vessel for periods of up to 6 hours.

Chafe Chain: Short length of chain in way of Dogman: See "Banksman"

fairleads to minimise wear on wire or rope bri- Down Weather: A position on the lee side of
dle components. an offshore facility or vessel.
Chain tail: A short length of chain consisting Dynamic Positioning: Dynamically posi-
of two or more links. tioned vessel (DP-vessel) means a unit or a
Charterer: Party hiring marine vessel either vessel which automatically maintains its po-

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Revision:0611-1401

sition (fixed location or predetermined track) logs.

exclusively by means of thruster force.
Hot Work: Welding, burning or flame produc-
Drift Off: Circumstances whereby, in the ing operations.
event of loss of power, environmental forces
would result in a vessel moving away from an Incident: Undesired event resulting in dam-
offshore facility or other navigational hazard. age to assets, equipment or the environment.

Drift On: Circumstances whereby, in the Installation, Offshore: Installation, plant and
event of loss of power, environmental forces equipment for petroleum activities, excluding
would result in a vessel moving towards an supply & standby vessels or ships for bulk
offshore facility or other navigational hazard. petroleum transport. Includes pipelines and
cables unless otherwise provided. A struc-
Duty Holder: In relation to a fixed installation, ture for exploration or exploitation of mineral
this is the Operator. In relation to a mobile in- resources or related purposes that is, will be,
stallation it is the Owner. or has been used whilst standing or stationed
in water, or on the foreshore or land intermit-
Emergency Situation: Any unplanned event tently submerged.
which may result in harm to persons, environ-
mental pollution or damage to physical assets. Interfield Operations: Operations carried out
by vessels between offshore facilities.
Facility, Offshore: In the context of this doc-
ument any physical structure on or above the J-chaser: Hook used by anchor handling ves-
surface of the sea in the vicinity of which ma- sels to "fish" the installation’s anchor lines.
rine operations are undertaken. This term in-
cludes bottom supported and floating installa- Kenter link: Device for linking two chain
tions, drilling units of all types and other ves- lengths.
sels engaged in offshore support operations. Lee Side: That side of an offshore facility

Flag State: Jurisdiction where a vessel is reg- (or vessel) away from which wind is currently
istered. blowing.

Flagman: See "Banksman". Logistics Company: Organisation which, on

behalf of its clients, arranges for the trans-
Gog (or Gob) Wire: Wire used to control portation of cargo to or from offshore facilities.
movement of main tow line when vessel is en-
gaged in towing operations. Logistics Service Provider: See Logistics
Company.
Gypsy: Wheel with machined pockets for
hoisting chains fitted on a winch. Master: Nominated person having command
or charge of a vessel.
Hold Point: Stage in any operation at which Does not include any pilot.
progress will be assessed to ensure that an-
ticipated objectives at that point have been Mechanical Means of Rescue (Recovery):
achieved and that all conditions are favourable Arrangements installed on a Stand-By Vessel
for safe continuation of activities. Proceeding to facilitate rescue of survivors from the sea
past each hold point may require formal ac- in circumstances where rescue craft cannot
knowledgement in procedures or operational safely be deployed or recovered.

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Proprietary designs include the Dacon Scoop Pendant: Wire hanging permanently at-
and Sealift Basket. tached to the installation used for chasing out
anchors.
Mechanical Recovery Device: As for "Me-
chanical Means of Recovery". Pennant wire: Buoy wire; wire from the
seabed up to a buoy on the surface.
Mechanical Stopper: Device for temporar-
ily securing chains or wires to facilitate safe Permanent chaser: Collar through which an
connection or release. Proprietary designs in- anchor chain runs, to which recovery pendant
clude the Karm Forks and Triplex Stopper. wire is attached.

Near-miss: Undesired circumstance with the Personnel Transfer Basket: Equipment

potential to cause harm, injury, ill health, dam- utilised for transferring personnel by crane.
age to equipment or the environment. May also be referred to as Personnel Carrier.

Nominated Manager: Nominated persons "in Piggyback anchor: Any additional anchor
charge" of a specified area or task to be per- connected to the primary when the latter an-
formed. chor has insufficient holding capacity.

Non-conformity/Non-compliance: A cir- Pigtail: Short chain or wire with open end

cumstance where guidelines, regulation or links.
legislation have not been followed.
Port State: State having jurisdiction over ac-
North West European Area: Area which in- tivities in its ports and territorial waters.
cludes the north west European continental
shelf and extending 200 miles from any coast- Radio Silence: Restrictions of limitations to
line. radio transmissions whilst with a safety zone,
usually relating to handling of explosives on
Offshore Installation Manager: Person in the facility.
charge of an Offshore Installation, also known
as Facility Manager. Recognised classification society: Classifi-
cation society recognised by IACS to approve
Offshore Support Vessel: Any vessel in- vessel design, construction, outfitting and op-
volved in supporting offshore activities which erations.
is not a mobile offshore unit.
Redundancy: The ability or possibility of
Operating Company/Operator: Party that a component or system to maintain or re-
carries out the management of petroleum ac- establish its function following a failure.
tivities on behalf of licensees.
Risk Assessment: A process of assessing
Owner: In the context of this document refers risk in any operation.
to the owner of an offshore support vessel.
This term may also refer to vessel managers Safety Delegate: Nominated representative
responsible for operating tonnage on behalf of for crew or part of crew or group of workers
others. with regard to health, safety and environmen-
tal matters. May also be referred to as Safety
Pear link: Device for linking two different Representative.
chain dimensions.

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Revision:0611-1401

Safety Zone: Established within a radius ex- Stern roller: Large roller on the stern of an
tending to distance determined by the relevant anchor handling vessel to facilitate the recov-
legislations beyond the outline of any installa- ery or deployment of moorings or other equip-
tion, excluding submarine pipelines. ment.

Sector State: State having special rights and Stinger: In the context of this document the
jurisdiction over the development of marine re- pennant installed on the crane’s hook to facil-
sources within its exclusive economic zone. itate the safe connection and release of the
lifting rigging on any item of cargo. A suitable
Shark’s Jaws: See "Mechanical Stopper" safety hook will be fitted to the lower end of
above. the pennant.
Ship Owner: Those responsible for normal Supply chain: Base or base company - ves-
vessel management and operation. sel or Ship Owner - installation or operating
Shipper: A person who, as principal or agent company.
for another, consigns goods for carriage by Supply service: Supply and/or receipt of
sea. goods to or from offshore facilities.
Significant Wave Height: Average height of Surfer: Small or medium sized high speed
the highest one third of the waves over a pe- craft used for transportation of personnel or
riod of 20 minutes. light cargoes in benign areas of operations.
Simultaneous Operations: In the context of Foredeck design is such that craft can be
this document two or more vessels support- docked into "surfer landing" to facilitate safe
ing the same or different operations within the transfer of personnel.
safety zone around an offshore facility. Surfer Landing (or Ladder): Docking ar-
Socket, Wire Rope: Any manufactured end rangements installed on offshore facilities or
termination fitted to the end of a wire rope to vessels to facilitate access and transfer of per-
facilitate the connection of other rigging ele- sonnel using "surfer" - type craft.
ments. Swivel: Connecting link or device used to pre-
Spooling gear: Arrangement to guide wire vent development of twists in wire or chain ca-
onto drum. bles.

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

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Tow eye/Towline guide: Arrangement for of an offshore facility or vessel.

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

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Revision 1, March 2019

Contents

3 Roles and Responsibilities 3-0

3.1 General Responsibilities ................................................................................3-0
3.1.1 Management ......................................................................................3-0
3.1.2 Operational Responsibilities ...............................................................3-0
3.2 Individual Responsibilities ............................................................................3-2
3.2.1 Vessel Owner/Manager ......................................................................3-2
3.2.2 Vessel Masters ...................................................................................3-2
3.2.3 Operating or Logistics Company Managers ........................................3-3
3.2.4 Base Managers ..................................................................................3-4
3.2.5 Facility Manager .................................................................................3-4
3.2.6 Bridging Document .............................................................................3-5
Revision 1, March 2019

Revision History

Revision Date Section Changes

Number
1 Mar 2019 3.2.6 Bridging Document Bridging document was only highlighted under
emergency and Specific Operational Procedures, and
this new section is added

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Revision 1, March 2019

3 Roles and Responsibilities

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

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

3.1.2 Operational Responsibilities

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

3.1.2.1. Operators and Logistics Companies or Service Providers

1. Establish quality assurance programme to ensure that all vessels supporting their operations are
maintained and operated in accordance with agreed standards.
2. Provide all relevant information regarding facilities which are to be supported.
Typical examples of data cards used to present such information are included in Appendix 3 - A.
3. Clear work specification and scope of service.
4. Assess consequences of simultaneous vessel operations (e.g. tank cleaning vs. deck cargo
work).
5. Identified hazards and acceptance criteria.

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6. Notification format for non-conformances, accidents, incidents, etc.

7. Operating company’s requirements for competence, training and certificates for the workscope
the vessel is to perform.
8. Plan for workscope follow-up.
9. Operational manning, as described in Chapter 5.
10. Lines of communication.

3.1.2.2. Base Operators

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

3.1.2.3. Offshore Facility Operator

1. If required, preparation of facility-specific safety zone pre-entry check list to be forwarded to
Operator for onward transmission to the Charterer.
2. Clear scope of work.
3. Implementation of risk management processes as described in Chapter 4 of these Guidelines.
4. Technical systems requirements needed to prevent fluid discharges from facility (including
cooling water and/or solids) drifting towards vessels working within the safety zone.
5. Mechanisms and persons responsible for notifying or reporting non-conformances, etc to
operating company and authorities when vessels are within safety zone.
6. Training and competence requirements of personnel responsible for or participating in loading,
offloading and other coordinated operations with vessels.
7. Ensuring that local reference systems associated with dynamic positioning arrangements used
by any vessel are properly maintained.
8. Plan for workscope follow-up on completion of activity.
9. Ensure adequate and appropriate communication between facility and vessels, as described in
Chapter 6 of these guidelines.
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Revision 1, March 2019

10. After commencement of operations, ensure vessels are advised of any subsequent changes to
operational circumstances which may have an impact on the continuing workscope.
11. Ensure that all cargo items to be lifted from the facility onto any vessel are visually inspected and
that all potential dropped objects are removed.

3.2 Individual Responsibilities

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

3.2.1 Vessel Owner/Manager

1. Ensure that any non-conformances identified during any inspections associated with a
charterer’s quality assurance programme are closed out in a timely manner.
2. Communicate the workscope to vessel.
3. Manage vessel operations and manning ensuring:
a. A vessel is appropriately and competently manned and equipped for the intended
workscope.
b. A common working language is used on the vessel.
c. An overall operational plan is prepared for all anticipated onboard operations and services
provided by the vessel.
d. Prepare operational conditions for vessels (define requirements for safe operation of vessels
under all conditions, and any vessel limitations due to, e.g. due to a lack of technical
redundancy, etc.
e. Ensure incidents, accidents and safety observations are recorded, assessed and handled
in accordance with an established reporting system.
4. Ensure an up-to-date copy of these Guidelines is kept on board and ensure the Master,
officers and crew are familiar with the relevant contents.

3.2.2 Vessel Masters

1. Ensure that all officers, crew and all other personnel onboard are aware of the relevant
contents of these guidelines.
2. Are at all times responsible for safety of their crews, vessels and cargo and marine environment
protection.
3. In the event of extended operations, either in port or at sea, ensure that all personnel
engaged in such operations have adequate rest periods, and that effective arrangements for
transfer of responsibilities and operational awareness are implemented.
4. Whilst remaining accountable at all times, delegate appropriate responsibilities to other
members of the vessel’s complement.
5. Ensure that all onshore personnel, including representatives of the base operators, are aware
of the appropriate points of contact on the vessel in relation to any activities being undertaken on
board.
6. Approve loading plans before cargo (both bulk and deck cargo) is loaded on board the vessel.
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Revision 1, March 2019

7. Review all dangerous goods declarations before any dangerous goods are loaded in port and
offshore.
8. Where relevant, refuse any cargo for which the appropriate MSDS is not provided.
9. Report incidents and non-conformances.
10. Inspect and approve seafastening of cargo.
11. Ensure that berth to berth passage plans are prepared for each voyage.
12. Ensure all applicable field charts and relevant documents are on board.
13. Before entering the safety zone shall obtain permission from the facility manager or authorised
representative for maritime operations.
14. Advise facility of any operational limitations due to personnel, plant or environment which may
have an impact on intended workscope.
15. Ensure that all cargo items to be lifted from the vessel to the facility or quayside are
visually inspected and that all potential dropped objects are removed.
16. After commencement of work, advise facility of any subsequent changes to operational
capability which may have an impact on the continuing workscope.
17. When alongside an offshore facility, if extended interruption of operations occurs, shall decide
whether to move to a safe position pending resumption. The facility manager must be informed
before moving away.
The Master always has the authority to stop any operation which he considers a threat to the
safety of the vessel, other assets or any personnel. Other pressures must not interfere with his
professional judgement and he must inform any relevant parties of conflicts of interest arising from the
actions of others.

3.2.3 Operating or Logistics Company Managers

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

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3.2.4 Base Managers

1. Ensure time is allowed to perform health and safety requirements including meetings.
2. Before loading prepare required documentation for cargo to be shipped.
3. Ensure that the necessary information is provided to the Master in sufficient time to plan
loading and discharging operations, including ensuring that dangerous goods, noxious liquids
and other hazardous products are handled according to regulatory requirements.
4. Ensure that Master is provided with sufficient information relating to proposed cargo so that
stability calculations can be completed before departure.
5. Ensure that the Master is advised of any intention to load any unusual items onto the deck of
the vessel in sufficient time for any potential risks to be adequately assessed.
6. Ensure proposed stowage plan is agreed with Master, particularly when any unusual items are
included in the cargo. This plan should be signed off by both parties.
7. Ensure safe passage of all personnel visiting vessels, including security support.
8. Arrange for all outbound cargo to be adequately inspected prior to delivery to the vessel to
ensure that it is adequately prepared for marine transportation and is free from any loose items
or other potential dropped objects.
9. Issue required documentation to the Master for all cargo loaded on board before the vessel
leaves the quayside.
10. Conduct inspection of all load carriers to ensure they are correctly certified and in proper
working order before being lifted on board vessels.
11. Ensure that a cargo checklist has been completed.
12. Are responsible for HSSE compliance on the base.
13. Must agree procedures to be used between all relevant parties.
14. Arrange for all inbound cargo received from offshore to be adequately inspected prior to
dispatch and onward carriage from the base to its eventual destination to ensure that it is
adequately prepared for surface transportation and is free from any loose objects.

3.2.5 Facility Manager

1. Safety of structure and personnel on board, and any operation within the safety zone affecting
HSSE performance on facility and overviews of simultaneous operations.
2. Must ensure operations on the facility do not present a hazard to vessels alongside, especially
where overside discharges may fall on a vessel in the immediate vicinity.
3. Approves commencement of an operation and has authority to stop any operation.
4. Active involvement in the risk assessment of any non-standard operations involving any
vessels supporting the facility.
5. Prepare required documentation before loading is initiated for cargo to be shipped ashore by
the vessel.
6. Preparation of documentation for transporting of dangerous goods before loading onto vessel.
7. Submit relevant documentation to the vessel Master.

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8. Ensure that the necessary information is provided to the Master in sufficient time to plan
loading and discharging operations, including ensuring that dangerous goods, noxious liquids
and other hazardous products are handled according to regulatory requirements.
9. Ensure that the Master is advised of any intention to load any unusual items onto the deck of
the vessel in sufficient time for any potential risks to be adequately assessed.
10. Ensures optimal turn-around time for performance of planned operations when vessels enter
the safety zone.
11. Ensure that vessels are worked in a timely manner whilst alongside the facility so that time in
close proximity to it is minimised. If idle, vessels should be asked to stand-by outwith the safety
zone.
12. Issue required documentation to the Master for all cargo loaded on board in timely manner
before the vessel departs from the facility.
13. In case of an incident or accident within the safety zone the manager must inform the relevant
operating company and the Master of the vessel involved as soon as possible.
14. Must ensure there is a good level of communication between the vessel and the facility.
However, all communications should take place at appropriate times and not during critical
operational phases on the vessel, for example, when setting up to commence work.
The facility manager may delegate these responsibilities as required to other competent per- sons.

3.2.6 Bridging Document

A bridging document shall be considered established in order to clarify the roles of the parties, their
responsibilities and the bridging between the parties’ procedures. The contents of a bridging
document should include, but not be limited to the following:
• Project title and revision status
• Project overview including dates and contract arrangements
• Combined operation organisation chart
• Identification and allocation of key personnel roles and responsibilities
• Communication contact numbers for key personnel and worksites
• Identification of the relevant work scopes and procedures
• Management of change process, and identification of approval levels
• Emergency and contingency procedures including clarification of primacy
• List of referenced documentation including revision status
• Work control system
• Applicable permit to work system for the intended work
• Combined marine operations
• Field logistics and support
• Circulation list and authorisation signatures

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Contents

4 Operational Risk Management 4-3

4.1 Terminology ................................................................................................. 4-3
4.2 Overview ....................................................................................................... 4-3
4.2.1 Risk Assessment.............................................................................. 4-3
4.2.2 Permit to Work (PTW) ...................................................................... 4-4
4.2.3 Toolbox Talk (TBT) .......................................................................... 4-4
4.2.4 Personal Protective Equipment (PPE) ............................................. 4-5
4.2.5 Management of Change (MOC) ....................................................... 4-5
4.2.6 Accident, Incident, Near Miss, Non-Conformance and Observations
Reporting ....................................................................................................... 4-5
4.3 Potentially Hazardous Shipboard Operations ........................................... 4-6
4.4 Simultaneous Operations ........................................................................... 4-6
Revision 1, March 2019

Revision History
Revision Date Section Changes
Number
1 March 4.2.1 Risk Assessment Deleted reference to emergency response arrangements
2019 4.2.2 Permit to Work The following has been added: The Permit to Work cannot
be transferred from one shift to another, so if the work
extends to a new shift the existing Permit shall be closed out
and a new permit issued.
4.2.3 Tool Box Talk The following has been added: It may be required to
document that a TBT has been carried out.
4.4. Simultaneous The following has been added: All parties involved in the
Operations operation should participate in the RA

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Revision 1, March 2019

4 Operational Risk Management

4.1 Terminology

It is assumed that various terms are used through industry, but in this document Risk
Assessment (RA) shall be used as the generic term.

Other common terms include:

SJA - Safe Job Analysis

JSA - Job Safety Analysis
TRA - Task Risk Assessment
HAZID - Hazard Identification Review
HAZOP - Hazard and Operability Review
HIRA - Hazard Identification and Risk Assessment

4.2 Overview

Good operational risk management is a key component to successful HSSE management.

All parties involved in an operation have a duty to ensure it is carried out properly.

The key levels are:

RA - Risk Assessment
PTW - Permit To Work
TBT - Tool Box Talk
MOC - Management of Change

4.2.1 Risk Assessment

The objective of RA is to identify and mitigate risks to an acceptable level. If the risks cannot
be mitigated to an acceptable level the work should not proceed in its present form.

Each party involved in an operation must have in place an appropriate procedure for carrying
out their own risk assessments, if appropriate.

RAs should include all parties involved in the operations to which they relate.

RAs should be performed for the complete process or operation.

Personnel performing the RA must be trained and competent in this matter.

Risk Assessments should identify the following:

1. All hazards associated with the proposed operation.

2. The probability of a hazard causing harm to personnel, assets or environment.
3. Mitigation measures.
4. Assessment of the residual risk.

Associated with Item 4 above, trigger points or any other changes in circumstances which will
prompt the work being stopped or the management of change process being invoked should
be identified.
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Revision 1, March 2019

Personnel performing tasks are required to understand the outcome of the RA, including
trigger points or other changes which would require the management of change process to
be initiated.

All relevant parties are responsible for ensuring that the RA is suitable and sufficient for their
own particular tasks.

4.2.2 Permit to Work (PTW)

A permit-to-work system is a formalised and documented process used to control work which
is identified as being potentially hazardous. It is also a means of communication between
facility, vessel or base management and personnel who carry out the hazardous work. The
permit system used should be that adopted by the organisation in charge of the premises (or
vessel) where the work is to be undertaken.

PTW is to:

1. Identify physical or other barrier arrangements to be put in place.

2. Be issued for a specific task, and for time period not exceeding 12 hours or other clearly
specified time limit.
3. Make reference to RA and its outcome.
4. Identify all lock-outs and tag-outs which should be in place before the work
commences.
5. Identify restrictions or limitations in concurrent tasks.
6. Be approved and signed off by an issuing authority.
7. Identify correct Personal Protective Equipment (PPE) is in place for the task to which
the permit relates.
8. Where relevant, identify appropriate emergency response arrangements for the task to
which the permit relates.

PTW must be effectively communicated to all parties involved.

The Permit to Work cannot be transferred from one shift to another, so if the work extends to
a new shift the existing Permit shall be closed out and a new permit issued.

4.2.3 Toolbox Talk (TBT)

Immediately prior to the task being carried out personnel involved in the task should carry out
a toolbox talk. This should include (but not limited to):

1. Individual roles
2. Tools, methods and procedures to be used
3. Review RA and relevant PTW.
4. Promote “Stop the Job” culture.
5. Highlight all emergency actions and exit routes from the work site.
6. Confirm PPE required for the task.
7. Where relevant, confirm emergency response arrangements are in place. It may be
required to document that a TBT has been carried out.

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Revision 1, March 2019

4.2.4 Personal Protective Equipment (PPE)

Personnel shall be supplied with PPE appropriate to the tasks being undertaken and as
identified within the procedures, risk assessments and other control measures established to
ensure their health and safety.

Personnel should inspect PPE supplied for suitability and damage before use. This should
be used without exception whilst the work is in progress or their supervisor advised as to why
the PPE supplied is unsuitable.

Examples of minimum recommended PPE requirements are shown in the table included in
Appendix 4-A.

It is the individual’s responsibility to:

1. Use PPE correctly.

2. Look after PPE properly.
3. Get PPE checked, maintained or replaced as appropriate.

4.2.5 Management of Change (MOC)

A Management of Change (MOC) process should be in place for all tasks.

MOC is an important tool in preventing accidents, incidents and near misses.

Tasks will normally commence and proceed in accordance with previously agreed
procedures. However, should unexpected changes in circumstance occur in the course of the
task, the MOC process will be invoked at which time all relevant permits to work will be
suspended.

The task should be stopped or suspended whilst the implications of the change are reviewed.
If appropriate, the RA should be reviewed before resumption of the task or the TBT revisited
prior to the suspensions of relevant permits to work being lifted

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

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

The objective of reporting is to establish the potential severity of the event and to ascertain
whether further investigation should take place to determine immediate and root causes of
the occurrence.

Investigations should be comprehensive and seek to identify and implement actions to

prevent recurrence. The Root Cause Analysis technique is a particularly powerful tool in
achieving these objectives.

Findings should be communicated to the parties involved and industry where relevant.

All accidents or incidents within the safety zone shall be reported as soon as possible to the
Facility and Operating Company Managers, in addition to other statutory requirements.

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Revision 1, March 2019

All accidents or incidents outside the safety zone shall be reported in accordance with
applicable regulations, owner’s and other applicable procedures, and statutory requirements.
As a courtesy, such events should also be reported to the Charterer having regard to potential
reputational impact.

All incidents resulting in pollution of the marine environment, including spills or releases, must
be reported to appropriate regulatory bodies.

4.3 Potentially Hazardous Shipboard Operations

As part of their compliance with the ISM Code, Owners will have identified potentially
hazardous operations on the vessels for which they are responsible.

Owners or Managers of vessels to which the ISM Code does not apply should ensure that its
provisions relating to HSSE matters are complied with as fully as is practical.

Typically, hazardous operations on shipboard may include, but are not limited to those listed
in Table 1. Hazardous Operations

Depending on the requirements of the ISM system relating to particular vessels, some of
these potential hazards may be grouped together, but the responsible Owner should ensure
that all are addressed using the risk management processes described in the earlier part of
this Chapter.

Table 1: Hazardous Operations

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

4.4 Simultaneous Operations

In supporting offshore marine operations, vessels may be required to participate in activities

involving offshore facilities or other vessels which could introduce potential hazards to
personnel, equipment or the environment.

Those responsible for managing such operations should ensure that the risk management
processes described earlier in this Chapter are complied with and that, where relevant,
representatives of the respective vessel management teams are fully involved or consulted.
All parties involved in the operation should participate in the RA.
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Contents

5 Certification, Training, Competency & Manning 5-3

5.1 Introduction .................................................................................................. 5-3
5.1.1 KATE ............................................................................................... 5-3
5.2 Certification and Competency Requirements ........................................... 5-3
5.2.1 General Maritime Personnel Certification ........................................ 5-3
5.2.2 Other Maritime Personnel Certification ............................................ 5-3
5.2.3 Functional Competence ................................................................ 5-3
5.2.4 Training, Experience Levels & Record Keeping .............................. 5-4
5.3 Team Competencies .................................................................................... 5-4
5.4 Marine Personnel Competence Overview ................................................. 5-4
5.4.1 General Competence ..................................................................... 5-4
5.4.2 Operational Levels ......................................................................... 5-5
5.4.3 Vessel Competency Matrix ........................................................... 5-7
5.4.4 Application ..................................................................................... 5-7
5.4.5 MOU Moving Operations ............................................................... 5-7
5.5 Dangerous and Noxious Liquid Cargoes ................................................ 5-10
5.5.1 Vessel Personnel ......................................................................... 5-10
5.5.2 On Shore Personnel .................................................................... 5-10
5.5.3 Table 2. Competence Requirements ............................................. 5-11

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Revision History

Revision Date Section Changes

Number
5.2.2 Other Maritime Personnel Deleted: In the case of offshore support vessels this is
Certification most relevant in the case of qualifications relating. to the
1 Mar operators of dynamic positioning systems, where the
2019 certification regime is managed by the Nautical Institute
and some other agencies.
5.2.3 Functional Competence Deleted: Such competency levels, which should be based
on both theoretical knowledge and practical experience,
relate to the vessel’s function in the activities it is
supporting.
5.2.4 Training, Experience Level Deleted: Owners should ensure that arrangements are in
& Record Keeping place to record both the training and experience of
personnel in relation to any task which may be undertaken
on a facility or vessel.
5.4.1 General Competence Deleted: The STCW convention, together with its
subsequent amendments, governs the majority of aspects
relating to the employment of seafarers, including
qualifications, hours of work, physical health and other
conditions of employment. Compliance with STCW
requirements should therefore be deemed sufficient for
maritime personnel serving on offshore support vessels.
Added: All vessels should be manned in order to provide
all specified contracted services. The Owners should
assess the proposed manning level in order to ensure that
the level is suitable for the intended activities and, if
necessary, make appropriate arrangements to ensure that
all operations likely to be involved can be safely
undertaken.
5.4.2.2. Operation Level B Added: 4 Towing Operations
5.4.5.1.Senior Watchkeepers in Deleted: Masters having previous A/H experience as
Charge of AH Operations Master or Chief Officer, but where this is more than 5
years ago, should have an overlap period of at least 14
days with an experienced A/H Master. At least one A/H
operation must be performed during this period.
5.4.5.2 Officers Deleted: Before participating in the A/H team associated
with the MOU moving operation, deck or engineer officers
with no previous A/H operations experience should
undertake a formal offshore and A/H familiarisation course
or programme. This can be a combination of deck and
bridge experience in a real or simulated environment
Participation in any such programme should be recorded.
5.4.5.4.Deck Crew Deleted: At least one member of each deck watch should
have performed a minimum of 5 MOU moving operations.
5.4.5.7 Duel Responsibilities & Deleted: Situations have arisen where the same individual
Reporting Functions is acting on behalf of two or more interested parties, often
involving both the Towmaster and Marine Representative
functions. This cannot be considered as good practice,
since the roles, responsibilities and reporting functions of
the individual involved are likely to be compromised.
Such situations should therefore be avoided wherever
possible.
Added: Dual Responsibilities & Reporting lines must be
clarified and a single line of communication to be
established. The Master has overall responsibility for the
safety in all operations conducted on the vessel including
simultaneous operations.
5.5 Third Party Industrial Deleted. Section replaced by table 2. which covers third
Personnel onboard the Vessel party personnel

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Revision 1, March 2019

5 Certification, Training, Competency & Manning

5.1 Introduction

The intention of this Chapter is to ensure that offshore marine operations are performed to
an acceptable standard and in a controlled manner. The competence regimes in the industry
are based on both international and national regulating bodies, in addition to Best Practices
and Guidelines.

This means that while Seafarers shall adhere to their Flag State requirements for their
Maritime Competence, other personnel have to comply with other requirements. This
Chapter therefore focuses on the competencies likely to be involved on mobile units and
vessels supporting offshore operations.

5.1.1 KATE

Competency has been defined as “acquisition of knowledge, skills and abilities at a level of
expertise sufficient to be able to perform a task to a required standard”.

It can be summarised in the acronym “KATE”:

• Knowledge
• Ability
• Training
• Experience

5.2 Certification and Competency Requirements

5.2.1 General Maritime Personnel Certification

Flag State requirements concerning all mandatory training and certification requirements in
order to serve as a Seafarer. e.g., Certificates of Competency, Safety Courses, Medical
Certificates and similar.

Compliance with STCW requirements will be sufficient for these purposes.

5.2.2 Other Maritime Personnel Certification

In some instances, certification relating to specialist functions may not fall within STCW
requirements and may be managed by bodies other than the vessel’s flag state.

5.2.3 Functional Competence

This includes personnel having the required level of competency to support specialist
functions which may not be regulated by the Flag State.

Typically, these would include banking cranes, rigging and slinging, winch operations,
advanced first aid training on stand-by vessels and many other similar functions.
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Revision 1, March 2019

5.2.4 Training, Experience Levels & Record Keeping

In many cases, course attendance will not be sufficient to acquire those skills which also
require practical experience of the work to be undertaken.

These arrangements should be in a form that can easily be transferred between employers,
if required. Individuals should ensure that such records which relate to them are updated and
verified as new skills are acquired.

In addition to normal operations, any training and experience should also relate to any
emergency situations which might arise as the task progresses.

It is the responsibility of the owners or managers of facilities and vessels to ensure that
personnel have the necessary competency and experience to undertake any tasks to which
they may be assigned.

Courses relating to any task may be arranged within the employer’s organisation, including
recorded “on the job” training, or by a competent external service provider. These may include
crew resource management and other training courses in a simulated environment.

5.3 Team Competencies

To accommodate training and personal development, the competency of the overall marine
team involved in a particular operation should also be considered.

To promote training and sharing of expertise, less experienced personnel should be teamed
up with those having a good understanding of the task being undertaken.

When considering the personal development of a seafarer, owners and operators should
therefore endeavor to ensure that the individual concerned can work as part of an
experienced team.

This is equally important on offshore facilities as on vessels.

5.4 Marine Personnel Competence Overview

5.4.1 General Competence

The owners should assess the proposed manning level in order to ensure that the level is
suitable for the intended activities and, if necessary, make appropriate arrangements to
ensure that all operations likely to be involved can be safely undertaken. Therefore, a
thorough assessment of intended operations should be undertaken.

The Master must ensure that all personnel comply with STCW and MLC regulations. The
Master must ensure that all personnel comply with current STCW Hours of Rest regulations
at all times.

Where, for example, as a result of its size, the above provisions do not relate to a particular
vessel they should be complied with as fully as may be practical.

Minimum Safety and Security requirements are governed by Flag State requirements, and
therefore are not addressed in these Guidelines.
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It is the owners’ responsibility to man the vessel in such a way that in all circumstances the
crew are able to conduct the required operation in a safe manner. Charterers shall provide
Owners with sufficient information in a timely manner to allow these requirements to be met.

5.4.2 Operational Levels

The introduction of Operational Levels is meant to draw focus from vessel capabilities to the
complexity of the operation itself. This means that competence requirements should reflect
the complexity of the operations within the contract scope of work, instead of, for example,
the DP Class of the vessel. It also means that if an AHTS vessel performs cargo runs, it is
the cargo run that is the essential criteria, and the competence requirement should reflect
that.

These Operational Levels relate ONLY to Vessel Crew.

In order to set the right operational level, it is essential that the Charterer specifies in the
scope of work what kind of operations are to be expected during the contract period.

It is not desirable to “up man” and “down man” during the operation.

For longer term charterers the intended scope of work for the vessel, together with the
process for managing any changes to the scope throughout the charter period, should
normally be included as part of the charter party.

5.4.2.1. Operation Level A

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

1. Operations outwith any safety zone

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

According to SMC and vessel’s safety management system.

5.4.2.2. Operation Level B

Standard Operations - Medium Complexity Function/Typical Operations

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

2 Fully Certified STCW Officers.

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If required, winch operator as described in vessel’s SMS.

If operating on dynamic positioning, bridge manning should consist of one operator certified
in accordance with the vessel class notation and a second who, as a minimum, has attended
the basic DP Induction course. Dependent on the qualifications and previous experience of
the second operator, a period of equipment familiarisation in accordance with IMCA, MTS or
equivalent recommendations may also be desirable.

Engine

Not in UMS mode (active monitoring).

During these operations, all machinery functions are to be actively monitored by the current
watch-keeping engineer from a location adjacent to the machinery space so that, should
physical intervention be required, the response time for such intervention is minimised.

Deck

Subject to Risk Assessment.

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

5.4.2.3. Operation Level C

Advanced Operations - High Complexity Function/Typical Operations

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

water.
2. Close approach/inter-ship operations.
3. Subsea construction.
4. Diving Support.
5. Complex ROV operations, in close proximity to surface assets.
6. Simultaneous/ multi-vessel operations.
7. Vessel supported lifting operations within Safety Zone.
Manning Bridge

Subject to risk assessment, but likely to include: 2 Fully Certified STCW Officers.

If required, winch operator as described in vessel’s SMS.

If operating on dynamic positioning two fully certified DPOs one of whom should be a SDPO
and the other a DPO in accordance with IMCA, MTS or equivalent requirements.

Engine

Not in UMS mode.

During these operations all machinery functions are to be actively monitored by the current
watch-keeping engineer from a location adjacent to the machinery space so that, should
physical intervention be required, the response time for such intervention is minimised.
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Deck

Subject to Risk Assessment.

Anchor handling and other operations will normally require 2 qualified seamen with
appropriate operational experience.

5.4.3 Vessel Competency Matrix

The requirements of Operational Levels A, B and C in relation to bridge and engine room
personnel are summarised in Table 1.

Table 1: Vessel competency matrix

MANNING OPERATIONAL LEVEL

A B C

2*WATCH KEEPING Bridge As per SMC and 2xSTCW

SMS
Engine Room UMS (if so Not UMS (active monitoring)
classed)
DYNAMIC POSITIOING (if used) 1 Unlimited DPO (a) and 1 Restricted 2 x unlimited DPO
DPO (b)
Deck (marine) (excluding project personnel) As required Subject to risk assessment (likely to be
minimum of 2)
Notes
(a) Unlimited SDPO or DPO as defined by IMCA, MTS or similar.
(b) Restricted DPO to have attended basic DP induction course and, if necessary, to have had appropriate equipment
familiarization

5.4.4 Application

The above recommendations relate to the majority of vessels supporting offshore operations.

However, it is recognised that in certain circumstances, particularly in relation to smaller

vessels (typically less than 500 GRT) with restricted accommodation, compliance with these
recommendations may not be possible.

In such circumstances it is the responsibility of the vessel owner or manager to ensure that
the vessel is adequately manned with appropriate procedures for the function it is required to
support.

Relevant flag state and local requirements should always be complied with.

5.4.5 MOU Moving Operations

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

5.4.5.1. Senior Watch Keepers in Charge of Anchor Handling (AH) Operations

Senior watch keepers in charge of AH operations require relevant expertise. Watch keepers
allocated to charge of operations with no previous AH experience should perform at least 5
MOU moving operations accompanied by an AH experienced Master, or a suitable
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combination of rig moves and simulator training in accordance with training matrix and
experience log, before they may command an AH assignment. AH experience gained in a
chief officer role is acceptable.

5.4.5.2. Officers
Officers involved in AH operations also require relevant expertise. In particular, officers must
have a full understanding of all safety aspects of anchor-handling especially with regard to
safe use and limitations of equipment.

If supervising AH work on deck, the officer must have AH experience and be competent in
AH procedures and guidelines, AH equipment set-up and function, and be familiar with
associated hazards and risks.

Officers working on the bridge during AH and who may have tasks affecting the safety of
those working on deck shall be familiar with AH deck work operations and the associated
hazards and risks.

5.4.5.3. Vessel Winch Operators

The Vessel winch operators should be competent in the winch, safety systems, functions and
limitations.

The Ship Owner should be able to document that appropriate on the job training or a course
has been given. A training certificate should be issued by Shipowner or a course center.

5.4.5.4. Deck Crew

Personnel assigned independent work on deck during AH operations should be familiar with
guidelines and procedures for this, and AH safety. They should also be familiar with the use
of UHF/VHF radio.

Able seamen with no previous AH experience must be trained in guidelines, procedures and
safe equipment use before assignment to independent AH work on deck. All training is to be
documented.

5.4.5.5. Tow Master

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

It is recommended that persons supporting this function should have participated in the
moving of mobile offshore units in the following capacities:

1. In relation to semi-submersible units, acted as a stand-alone Barge Supervisor on

such units for a minimum of three (3) rig moves or as assistant Tow Master for a
minimum of five rig moves. Both roles should be supervised by an experienced Tow
Master.
2. In relation to self-elevating units, acted as a stand-alone Barge Supervisor on such
units for a minimum of three (3) rig moves or as an assistant Tow Master for a minimum
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of five rig moves. Both roles should be supervised by an experienced Tow Master.

Recent experience gained as Master or senior watch keeper on vessels which have been
engaged in anchor handling operations of a similar nature should also be considered when
assessing the competency of a Tow Master. In this context “recent experience” should be
taken as being within the previous three years, though earlier experience may also be
considered if particularly relevant.
In addition, persons acting as Tow Master should have:
1. Relevant marine knowledge, experience.
2. Where necessary, appropriate qualifications which may include STCW certification.
3. Full understanding of the proposed operation, including any particular risks which might
be involved.
4. Appropriate knowledge of Geotechnical/Soil Conditions.
5. Knowledge of Offshore Meteorology and Forecasting.
6. Knowledge of DP Operations if relevant.
7. Knowledge of relevant international and local rules and regulations.
8. Ability to communicate effectively in English and/or local working language.

5.4.5.6. Marine Representative

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

5.4.5.7. Dual Responsibilities & Reporting Functions

Dual Responsibilities & Reporting lines must be clarified and a single line of communication
to be established. The Master has overall responsibility for the safety in all operations
conducted on the vessel including simultaneous operations.

5.4.5.8. MOU Winch Operator

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

5.4.5.9. Crane Operators (including Subsea Functions)

Crane operators must be certified and competent in the crane, safety systems, functions and
limitations.

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Operational experience with cranes installed on the vessel or MOU is to be logged, including
operation of any heave compensation or other particular features provided.
Vessel or MOU Owner shall be able to document that appropriate training has been given.
For examples of training requirements refer to OMHEC standard or local equivalent.

5.5 Dangerous and Noxious Liquid Cargoes

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

5.5.1 Vessel Personnel

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

5.5.2 On Shore Personnel

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

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5.5.3 Table 2. Competence Requirements

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Contents

6 Operational Communications & Meetings 6-3

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

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Revision History

Revision Date Section Changes

Number
6.Operational Communication Amended reference is made to Chapter 3 Bridging
1 Mar 2019 and Meetings Document relating to communications between the
various parties involved.
6.3.1 General Amended: 5. Meetings should be minuted, retained on
file and distributed as required.

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6 Operational Communications & Meetings

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

6.1 Radio Communication Whilst at Facility

Maintain radio listening watches on the nominated channel in addition to appropriate

emergency and calling channels.
Where practical, communications between the facility deck and the vessel should be
conducted on a different channel to that used for general field or control room traffic,
particularly when using VHF communications. This will help to avoid confusion and enable
warnings of potentially dangerous situations to be communicated more quickly.
If the vessel-facility communication link suffers failure or major interference, the vessel
should stand off until effective communications are restored.
Before operations commence, ensure there are good radio communication between vessel
and required facility stations.
During operations, facilities should avoid unnecessary communications to vessels. Personal
communication to deck areas, for example, may be by UHF or VHF.
Where headsets are used, any headsets worn on deck must be set at a volume which allows
other sounds (waves, sea, cargo movements, warnings, etc.) to be heard.
Due to the danger to personnel MF and HF radio transmissions are prohibited while
alongside an offshore facility. If this is necessary, the facility manager’s permission is
required. If this is refused and the requirement is urgent, the Master must ask permission to
leave the safety zone to use these frequencies.
All VHF Radios should be used on low power.
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6.1.1 Radio Silence

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

6.1.2 New Technology

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

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6.2 General Communications

General communications involving vessels and offshore facilities during a typical voyage are
summarised in Table 1:

Table 1

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6.3 Operational Meetings

6.3.1 General

1. Appropriate cross-party cooperation and communication is essential to safe and

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

6.3.2 Operational Meetings

Cooperation and communication between relevant parties shall be regarded as a

precondition for safe and efficient operations.
Suggested attendees and agenda for operational meetings are summarised in Table 2:
Table 2: Operational Meetings
Responsible: Operator / Logistics Service Provider
Participants Vessel Master, Chief Officer, Safety Delegate
& others as required
Owner Manager, HSSE

Offshore Facility Operation Manager, Shipping Manager, Vessel

Coordinator, Quay Foreman
Base

Operator

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

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 GOMO Chapter 7
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Revision History

Revision Date Section Changes

Number
1 February 7.1; Safe Access to Vessels Additional guidance / good practice added
2020
7.5.2; Siting, Care & Maintenance of Additional note added on consultation with vessels if
Local Reference Systems any doubt exists regarding siting or positioning of
equipment

7.9.2.11; Personal Protective Reference to SOLAS added at point 3

Equipment & Effects

1.1 December 7.9.1; Requirements Reference to IMCA M 254 “Guidelines for Walk to
2022 Work Operations” added in support of existing wording

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Contents

7 Operational Best Practice 7-3

7.1 Safe Access to Vessels ................................................................................. 7-3
7.2 Vessel Operational Capability ....................................................................... 7-4
7.3 Non-Routine Operations ................................................................................ 7-5
7.3.1 Weather Side Working ....................................................................... 7-5
7.3.2 Certain Lifting Operations................................................................... 7-6
7.4 Software Management & Maintenance ......................................................... 7-6
7.5 Dynamic Positioning Arrangements ............................................................ 7-6
7.5.1 General Requirements ....................................................................... 7-6
7.5.2 Siting, Care & Maintenance of Local Reference Systems.................. 7-6
7.5.3 Optical Reference Systems, Environmental Degradation .................. 7-7
7.6 Simultaneous Operations (SIMOPS) ............................................................ 7-7
7.7 Towing Operations ......................................................................................... 7-7
7.8 Discharges from Facilities ............................................................................ 7-7
7.9 Offshore Transfer of Personnel to or from Vessels.................................... 7-8
7.9.1 Requirements ..................................................................................... 7-8
7.9.2 General Preparations, Precautions & Procedures to be Observed .... 7-8
7.9.3 Particular Preparations, Precautions & Procedures ......................... 7-12
7.9.4 Further Guidance ............................................................................. 7-16
7.10 Security ......................................................................................................... 7-16
7.11 Operations in Environmentally Extreme Conditions ................................ 7-16

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7 Operational Best Practice

7.1 Safe Access to Vessels
Masters have a prime responsibility to ensure safe means of access to the vessel for which they
are responsible.
This implies a "duty of care" for all personnel seeking access to or egress from the vessel.
Good practices for rigging and use of gangways include:
1. The gangway must be properly rigged and deployed
2. It must be safe to use and adjusted as necessary to maintain safe access to the vessel
3. Area must be adequately lit at all times
4. A lifebuoy with self-activating light and buoyant line posted adjacent to the gangway
5. The gangway MUST NOT be used at an angle greater than 30° above the horizontal plane
unless it is specifically designed for operation at greater angles
6. Where necessary a bulwark ladder must be provided, safety fenced to a minimum height of
1m
7. Guard ropes must be kept taut at all times and stanchions must be rigidly secured
8. The gangway must be kept clear of cargo operations and quayside obstructions
9. The gangway must be kept clear of any materials or obstructions likely to cause a person to
slip or trip
10. A safety net should be mounted where a person may fall from the gangway, ships deck or
quayside. The aim of the safety net is to minimise the risk of injury arising from falling between
the ship and the quay or falling onto the quay or deck and as far as reasonably practicable the
whole length of the gangway should be covered. Safety nets should be surely rigged, with use
being made of securing points on the quayside where appropriate.
11. All access equipment should be inspected by a competent person or a regular basis

Where vessels are berthed alongside each other this guideline places the responsibility for ensuring
safe means of access between them on the outboard vessel, but both should co-operate to ensure
that personnel may transfer from one to the other in safety.
The provision of a safe means of access to ALL vessels, whether alongside the quay or "2nd, 3rd
(or more) off" is of the highest importance.
Failure to provide safe means of access will result in a dangerous situation with significant risk of
serious injury or death.
Good practices for ensuring safe access to vessels alongside others include:
1. Same level of safety for all accesses to vessels
2. Change in height between vessels to be minimised
3. Gangways and landing areas are to be adequately illuminated and free of trip / slip hazards
4. Adequately supported handrails or ropes are to be provided

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5. ALL arrangements to be stable and adequately secured
6. Nets are to be provided and adequately secured
7. Lifebuoy to be on hand in vicinity to the access

Note: In addition to this it should be noted that users of gangways are responsible for risk
assessing conditions prior to use, and where necessary consideration should be given to
turning and facing the gangway and bulwark ladder whilst ascending or descending.
Personnel should be instructed not to use any unsafe means of access.

7.2 Vessel Operational Capability

At all times, it is the responsibility of the Master to assess the risks associated with any particular
activity the vessel may be requested to support. Where necessary, the Chief Engineer and other
responsible parties must also be consulted in making such assessment.
This assessment should include an assessment of any likely degradation in the vessel’s
manoeuvring and station-keeping capability in the event of a failure of any safety critical system(s)
or component(s), particularly in relation to the vessel’s ability to safely cease cargo operations and
exit the immediate vicinity of the facility should any such failure occur during the anticipated
activities.
Any outcomes of this assessment must be advised to the Facility Manager prior to the
commencement of operations.
Factors to be taken into account in making this assessment may include, but are not limited to:
1. Environmental criteria
Thresholds/trigger points at which continuing operations will be further reviewed to be agreed
with the Facility Manager.
2. The position that the vessel will be required to take up during proposed operation in relation
to the current environmental conditions at the facility.
Operations which will require a vessel to take up and maintain station on the up-weather side
of an offshore facility will most likely involve additional risk factors which must be taken into
account when undertaking this assessment.
3. The competency of the OOW to manoeuvre the vessel manually in the prevailing
circumstances should this become necessary.
4. Exit route from working location to open water clear of the facility and all adjacent structures.
5. Power distribution configuration, particularly relating to vessels with diesel-electric (or similar)
propulsion and manoeuvring arrangements
6. Power utilisation of critical manoeuvring arrangements when in the vicinity of offshore facilities.
Where a vessel is required to take up and maintain station close to and on the weather side
of a facility the power utilisation of any manoeuvring thruster (including main propellers) should
not exceed 45%
7. Operations in the vicinity of assets considered to be at particular risk or where ability to safely
manoeuvre clear of the facility may be restricted.
Such operations may include, but are not limited to:
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a. Requirement for vessel to maintain station adjacent to assets containing hydrocarbons
which have no or minimal protection
b. Requirement for vessel to maintain station close to multiple facilities located in close
proximity to each other. Typically, this would include offshore facilities where additional
drilling and/or accommodation units have been established to support particular
requirements.

Subsequent to the commencement of operations the Master must continuously monitor all factors
relating to the vessel’s station keeping capability. Should any of these change, such that the station
keeping capability of the vessel changes, the Facility Manager should be advised without delay,
particularly if bulk transfers are in progress or are planned.
If, during the course of operations, the vessel is required to move from one face of an offshore
facility to another the circumstances should be re-assessed taking into account the factors
summarised above.
If at any time circumstances change to the extent that maintaining station in the current position
relative to the facility represents an unacceptable risk the current operation should be suspended
forthwith and the facility manager advised accordingly, the objective being at all times to minimise
the risk of contact between the vessel and the facility.
Any concerns should also be communicated to the Owner and the Charterer’s representative.
Longer term concerns relating to station keeping at any offshore facility should also be
communicated to its Manager and also the vessel Owner.

7.3 Non-Routine Operations

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

7.3.1 Weather Side Working

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

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

7.4 Software Management & Maintenance

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

7.5 Dynamic Positioning Arrangements

7.5.1 General Requirements

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

7.5.2 Siting, Care & Maintenance of Local Reference Systems

It is the responsibility of the “owner” of any local, radar or optically based reference system used to
support vessels maintaining station by means of dynamic positioning to ensure that it is correctly
sited on the facility and that suitable arrangements have been established for its care and
maintenance.
Where any component of a reference system which forms part of a vessel’s inventory is passed to
an offshore facility to support operations at that location a document package including information
regarding preferred siting of the component and its care and maintenance should be transferred at
the same time.

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Where practical, reflectors used with optically based reference systems should be sited clear of
commonly used walkways or decks where containers are stored since the presence of retro-
reflective material on cargo items or PPE may result in false signals being returned to the sensor
arrangements on the vessel.
Note: If doubt exists relating to the siting and or positioning of equipment, this information should
be readily conveyed and discussed between the vessel and the offshore facility.

7.5.3 Optical Reference Systems, Environmental Degradation

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

7.6 Simultaneous Operations (SIMOPS)

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

7.7 Towing Operations

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

7.8 Discharges from Facilities

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

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consequences of such an event occurring. The vessel must be advised of the outcome of this
check and the Master, at their sole discretion, will decide whether the facility can be safely supported
in the prevailing circumstances.
These arrangements should continue to be checked at frequent intervals whilst the vessel
remains alongside.

7.9 Offshore Transfer of Personnel to or from Vessels

7.9.1 Requirements
Circumstances may arise where it is necessary to transfer personnel to or from a vessel whilst it is
offshore. These may include requirements for personnel to be moved between an offshore facility
and the vessel involved, or between it and another in the vicinity.
The preferred means of effecting such transfers will normally be by helicopter or, where conditions
are suitable, by specialised small craft subject to the facilities and / or vessels involved being suitably
equipped and personnel having had the correct training. Alternatively, where the vessel is providing
accommodation support in close proximity to an offshore facility a gangway or bridge link between
the two will normally be provided.
Such transfer methods will be the subject of specific risk assessments and particular requirements,
precautions, procedures and, where appropriate, combined operations safety cases will have been
developed. These are therefore seen as being planned activities, consideration of which is outwith
the scope of these Guidelines.
A requirement to transfer personnel may arise, however, when the methods described above are
not available, necessitating the use of other arrangements. The equipment used for this purpose
may include:
1. Transfer baskets or other forms of carrier lifted by a crane on the facility.
2. Other small craft where no such arrangements exist.
The remainder of this sub-section relates to the preparations required and procedures to be
observed when using such equipment.
Increasingly Walk to Work (W2W) motion compensated gangways are being used as a means of
access to offshore assets. IMCA M 254 – Guidelines for Walk to Work Operations provides a
standard reference guideline covering walk to work motion compensated gangway operations for
the offshore energy industry.

7.9.2 General Preparations, Precautions & Procedures to be Observed

7.9.2.1. Risk Management

The risk management process, as described in Chapter 4 of these Guidelines, should be complied
with whenever transfers of personnel are being contemplated.
In some instances, transfers by means other than helicopter may take place on a regular basis,
being considered the safest or most practical means of moving personnel from one location to
another. Typically, such operations will involve the use of small craft specifically designed for the

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

7.9.2.2. Authorisation for Personnel Transfers

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

7.9.2.3. Consent for Transfer

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

7.9.2.4. Suitability of Equipment

All equipment utilised to transfer personnel between offshore facilities and / or vessels by the
methods described in this section of these Guidelines should be fully fit for purpose and in
compliance with the regulations of the jurisdiction in which the operation takes place.

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Further recommendations relating to specific items of equipment are included in the relevant
sections below.

7.9.2.5. Storage & Maintenance of Equipment

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

7.9.2.6. Experience & Competency of Supervisors & Operators

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

7.9.2.7. Access to & Egress from Transfer Areas

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

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

7.9.2.9. Clear View of Transfer Area

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

7.9.2.10. Capacity of Basket, Carrier or Craft

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

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7.9.2.11. Personal Protective Equipment & Effects

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

7.9.2.12. Compliance with Supervisor’s Directions

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

7.9.2.13. Availability of Rescue Facilities

Whilst personnel are being transferred by any of the methods described in this section of these
Guidelines suitable rescue facilities should be available at immediate notice.
Where a stand-by vessel is in attendance, if not directly involved in the transfer operation, its Master
should be advised and requested to bring their rescue facilities to an immediate state of readiness.

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If no such vessel is in attendance, or is itself involved in the transfer operation, alternative
arrangements, which may involve fast rescue boats or craft installed on other vessels, should be
identified and agreed before the persons in charge give the necessary authorisation.

7.9.2.14. Environmental Restrictions

The transfer of personnel by the methods described in this section of the Guidelines should not be
undertaken where the environmental conditions were such that increased risk would be incurred.
Typically, such operations should not proceed where the prevailing conditions include one or more
of the following:
1. Wind speeds in excess of 20 knots (10 metres / second) at height of 10 metres above sea
level.
2. Significant wave heights in excess of 2.5 metres.
3. Horizontal visibility of less than 500 metres.
4. Heavy accumulations of snow or ice on landing areas, access and egress routes, etc.
Further restrictions relating to specific transfer methods are included in the relevant sections below.
Furthermore, these operations should not normally take place in hours of darkness. Where this is
deemed essential by the relevant persons in charge additional precautions are likely to be required,
which may include, but are not limited to, the following:
1. Ensuring that illumination of all transfer areas in adequate.
2. Ensuring that lifejackets or buoyancy aids are fitted with high intensity strobe lights.
3. Ensuring that retro-reflective tape on overalls or immersion suits is not obscured.
Transfer operations undertaken outwith environmental limits or in the hours of darkness should be
the subject of a full risk assessment process and specifically authorised by the persons in charge
on the relevant offshore facility and/or vessel(s).

7.9.2.15. Record Keeping

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

7.9.3 Particular Preparations, Precautions & Procedures

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

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

This sub-section relates to the use of baskets or other carriers lifted by the cranes on an offshore
facility to transfer personnel between it and a vessel close alongside.

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Recommendations which should be observed include:
1. Any cranes to be used for this purpose should comply with rules or codes in force within the
jurisdiction where the operation will be undertaken.
These may vary from area to area but particular attention should be paid to hoisting and
braking arrangements.
2. Baskets or carriers to be used for this purpose should also comply with the rules or codes in
force within the jurisdiction where the operation will be undertaken.
3. All equipment to be used for this purpose should be thoroughly inspected by competent
persons at periodic intervals, as required by the rules or codes of the jurisdiction within which
they will be used.
4. In general, baskets or carriers incorporating a rigid frame which provides protection for
occupants are preferable.
Baskets or carriers which do not incorporate this feature may only be acceptable for
emergency use in some jurisdictions.
5. Baskets or carriers should be rigged or otherwise fitted out in accordance with manufacturer’s
instructions.
6. A basket or carrier should be fitted with sufficient buoyancy to support the unit itself and its
occupants in the event of entering the water.
Buoyancy should be distributed to prevent inversion should such an event occur.
7. Baskets or carriers should be visually inspected by a competent person before each operation
to ensure that all rigging, fixtures and fittings remain fit for purpose and secure.
8. Clear lift-off and landing areas should be identified on facility and vessel. Such areas should
as a minimum:
a. Within a radius from centre of 1.5 x basket diameter be free of obstructions or trip hazards.
b. Outwith the lift-off / landing area there should be no obstructions extending more than 4
metres above the deck within 8 metres of its centre and beyond this, within a distance of
20 metres from the centre within an arc of 180º.
9. Appropriately briefed personnel should be in attendance for both lift-off and landing to assist
in controlling the movement of the basket or carrier at these critical phases of the operation.
In particular, such personnel should be briefed in the use of the attached tag lines.
10. Any other work in the vicinity of the lift-off and landing areas should be suspended whilst the
transfer is in progress.
11. In addition to the environmental restrictions referred to above, transfers of personnel using
baskets or carriers should not proceed when the prevailing conditions include:
a. Vertical visibility of less than 100 metres
b. Air temperature of -10º Celsius, particularly if wind is also present.
12. Prior to the commencement of the transfer the Master should confirm that the vessel is
stationary and that its station keeping arrangements are fully operational.
13. Throughout the course of the transfer the crane driver should have a clear and unobstructed
view or the carrier or basket and its occupants.
If, for any reason, this is not possible an experienced banksman should direct the crane
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driver. The banksman should be clearly identified and visible to the crane driver at all times.
14. The route of the transfer should be planned so that the basket or carrier is always well clear
of any exhausts, discharges or obstructions.
15. After the basket or carrier is lifted from the deck of the facility the crane should be slewed so
that it is over the water, whereupon it is lowered to a height of approximately 2 metres above
the vessel’s cargo rail. The basket or carrier should then be moved to a position over the
designated landing area on the vessel before being finally lowered onto its deck.
Transfers from the vessel to the installation should follow the reverse route.
16. The basket or carrier should always be lowered with the hoisting mechanism engaged.
Free-fall or non-powered lowering should not be used except where the hoisting mechanism
fails whilst the basket or carrier is occupied.
17. If considered necessary, a person experienced in this method of transfer may accompany
other personnel who may be less familiar with it.
18. A small quantity of personal effects can be carried in some types of baskets or carriers, but
not in others.
If carried, such items should be stowed and secured in such a way that escape routes from
the basket or carrier are not obstructed.
19. Personnel to be transferred should only approach and board the basket when instructed by
the supervisor.
On boarding, personnel should secure themselves in the basket or carrier as instructed during
the preparatory briefing.
20. On landing on the deck of the facility or vessel personnel should release themselves and
disembark the basket only when directed by the supervisor.
They should then clear the immediate area using the route indicated.
21. Personnel not directly involved in the transfer should remain in a safe haven well clear of the
operation, except as otherwise directed by the supervisor.

7.9.3.2. Use of Small Craft

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

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

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7.9.4 Further Guidance
Further guidance relating to the transfer of personnel between offshore facilities and / or vessels
may be found in the documents listed in Table 1.

Table 1: Further Guidance

SOURCE DOCUMENT PARTICULARS

NUMBER (If Known) TITLE

IMCA M202 Transfer of Personnel to and from Offshore Vessels

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

7.11 Operations in Environmentally Extreme Conditions

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

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Revision History

Revision Date Section Changes

Number
1 November 8 – Introduction Introduction wording updated to capture
2021 typical causes of collision and consideration
of vessel displacement
8.2.2 – Distractions General update to wording to describe
management and control of distractions
8.2.3 – Communication New sub section on “Communication”
added
8.2.6 - Handovers Additional comment added to highlight
potential risks arising from handover during
critical periods of operation
8.6 – Change of Control Updated with guidance on where and when
Station or Operating Mode change of controls should happen
8.7 – Setting Up Before Further/revised guidance on set-up times
Moving Alongside and additional reference material/guidance
added
8.8 – Use of Dynamic Reference to vessel ASOG added
Positioning
Guidance on switching from DP to Manual
added
Further guidance added on deciding the
minimum allowable working distance
8.9 – In Operating Position Updated to strengthen requirement to
suspend operations and manoeuvre clear if
any concerns in maintaining position
Wording relating to 45% power utilisation
from chapter 7 added
8.11 – Weather Side Working Additional wording on “hierarchy of control”
added

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Contents

8 Collision Risk Management 8-3

8.1 Safety Zones ................................................................................................... 8-3
8.2 Bridge Team Organisation and Management .............................................. 8-3
8.2.1 Competencies .................................................................................... 8-3
8.2.2 Distractions......................................................................................... 8-4
8.2.3 Communication .................................................................................. 8-4
8.2.4 Situational Awareness ........................................................................ 8-4
8.2.5 Awareness of Environmental Conditions............................................ 8-5
8.2.6 Handovers .......................................................................................... 8-5
8.2.7 Precautions Against Fatigue .............................................................. 8-5
8.3 Approaching Location ................................................................................... 8-6
8.4 Selection of Station Keeping Method ........................................................... 8-6
8.5 Pre-Entry Check Lists .................................................................................... 8-7
8.6 Change of Control Station or Operating Mode ............................................ 8-7
8.7 Setting Up Before Moving Alongside ........................................................... 8-7
8.8 Use of Dynamic Positioning .......................................................................... 8-8
8.9 In Operating Position ..................................................................................... 8-8
8.10 Changes of Operating Location .................................................................... 8-8
8.11 Weather Side Working ................................................................................... 8-9
8.12 Requests to Stand-By for Further Instructions etc. .................................... 8-9
8.13 Extended/Protracted Cargo Handling Operations ...................................... 8-9
8.14 Departure and Commencement of Passage .............................................. 8-10
8.15 Field Transits ................................................................................................ 8-10
8.16 Other Recommendations to Minimise Collision Risk ............................... 8-10

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8 Collision Risk Management

Duty Holders, Vessel Owners and Bridge Officers shall ensure that any operations that involve
approaching, working alongside, and departing from any offshore facility are, at all times,
undertaken in accordance with the best practices described below.
Vessel collision may be caused by any one of the following factors:
• Black-out/technical defect
• Dynamic Positioning Drive-Off
• Run-Off / Drift-Off
• Human Error
Duty holders should consider the potential displacement of the vessel against the structural capacity
of the installation and, in the case of larger vessels, relative to the installation, the possibility that a
low-speed collision could result in severe and possibly catastrophic damage to the installation. In
these cases, the operation should be comprehensively risk assessed and managed in a manner
appropriate to the high-risk nature of the operation.

8.1 Safety Zones

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

8.2 Bridge Team Organisation and Management

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

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

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8.2.2 Distractions
Vessel operators should have in place arrangements to ensure bridge personnel can focus on the
key navigational activities without distraction, particularly when:
• approaching an installation
• preparing to enter and transit the 500m safety zone
• performing operations in close proximity to the installation
• departing the 500m safety zone.
Key bridge personnel are the watchkeeper, responsible for manoeuvring the vessel, and a second
equally competent person to support the watchkeeper.
Support includes communication with the installation & deck crew and engine room, monitoring
vessel position and equipment, and monitoring the actions of the watchkeeper. Neither person
should engage in tasks which could diminish their situational awareness or distract them from their
role.
Vessel operators should identify those tasks which may distract key bridge personnel from their
primary duties and plan them so as not to coincide with those critical navigation activities described
above. Alternatively, they should ensure there is sufficient resource on the bridge to undertake the
task without involving key bridge personnel.
Any members of the bridge team who find themselves in a situation where primary responsibilities
are being compromised by additional activities should immediately stop the job, alert the senior
watchkeeper and refocus attention before resuming the operation. A quick check should be made
to see if anything has been missed whilst distracted.

8.2.3 Communication
Prior to entering the installation 500m safety zone, the senior watchkeeper shall describe the
planned manoeuvre with all members of the bridge team. Any member of the bridge team can
comment on the plan or raise any concerns, regardless of their rank or experience. Vessel operators
should promote open discussion between members of the bridge team before all critical
navigational activities.
Once inside the 500m safety zone, members of the bridge team shall verbally communicate to one
another any action they take that affects the safe navigation of the vessel prior to performing the
action. All members of the bridge team should verbally respond to this communication by confirming
they understand the action or by seeking clarification.
If any person has a concern about how the vessel is being operated or the actions of other members
of the bridge team, they should raise this concern immediately. If necessary, the manoeuvre of the
vessel should be aborted until the concern is rectified.

8.2.4 Situational Awareness

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

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8.2.5 Awareness of Environmental Conditions

The Master and ship's staff shall constantly remain alert to predicted and experienced weather
conditions. They shall assess whether any deterioration will affect the performance or contribution
of operations at an offshore location. It is the Master, and/or their Deputy’s responsibility to convey,
without delay, to the offshore controller an assessment of deterioration that may affect the safety of
ongoing operations. Guidance contained in the Adverse Weather Working Guidelines shall be
considered, and a copy displayed on the bridge.
The bridge team shall use all means at their disposal to ensure that they remain aware of prevailing
environmental conditions. It should be fully appreciated that surface current speed and direction
may alter on any given aspects of an installation and may differ considerably from local information
sourced from local tidal information.
They should also be aware of any “trigger points” which have been identified in relation to any
operations presently being undertaken.
In the event of environmental conditions changing such that the threshold levels in “trigger points”
are (or are likely to be imminently) exceeded the bridge team shall assess whether current
operations can continue or should be suspended until conditions improve. Particular attention may
be required in hours of darkness when aspect and hazards are more difficult to identify.

8.2.6 Handovers
Adequate arrangements shall be in place to ensure that, at the change of each watch, each member
of the bridge team is able to give their relief a complete briefing regarding the status of present
activities and the vessel’s current operational status. The relief personnel should not take over until
they are satisfied they have received a full and complete handover.
In some circumstances, where complex operations are being undertaken, clear bridge team relief
procedures shall be in place to ensure positive hand-over. Consideration may be given to arranging
for members of the bridge team to be relieved at different times to ensure continuity of awareness
within the team.
Requirements for written record of handovers, to be signed off by all watchkeepers, may exist for
some circumstances. These should be described in the vessel’s SMS manual.
Where possible, handovers should be avoided during critical periods of the operation where safety
may be adversely affected by a change of personnel.

8.2.7 Precautions Against Fatigue

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

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Operations likely to fall into this category should be risk assessed to ensure that the provisions
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of the Manila Amendments to the STCW Convention, 2010 are adhered to.
Operations where such arrangements might be prudent should be identified at the early planning
stage and appropriate measures put in place at that time.
8.3 Approaching Location
Operations likely to fall into this category should be risk assessed to ensure adherence to the
provisions of the Manila Amendments to the STCW Convention, 2010.
Wherever practical, when approaching any facility vessels should set a course which is off-set
from it, at a tangent to the safety zone, as shown in Figure 3.
8.3 Approaching Location
This course should take the vessel to a position where it can be set up for intended operations
Whilst approaching
and any facility,
the check lists vessels
completed should set
in a drift-off a course which is off set from it and at a tangent
situation.
to the safety zone. Entry to the 500m safety zone thereafter to the set-up position should be taken
at a speed of 3 knots or less. as shown in Figure 1 Approach to Facility.
8.4 Selection of Station Keeping Method
This course should take the vessel to a position where it can be set up for intended operations and
the check lists completed in a drift-off situation.
Following an assessment of the operations to be supported together with the prevailing and
forecast conditions, the most appropriate method of station keeping whilst in the vicinity of the
8.4 offshore
Selection of Station
facility Keeping
will be selected Method
at the discretion of the Master or senior Watchkeeper on duty
at thean
Following time.
assessment of the operations to be supported, together with the prevailing and
forecast conditions, select the most appropriate method of station keeping whilst in the vicinity of
the offshore facility. Further guidance is included in Section 8.8 of these guidelines.

Permission to Enter Initial Approach to Facility

Safety Zone
Vessel Approaching
Set-Up for Project
Operations

Facility Safety Zone

Set-Up for Logistics

Operations

1.5 ~2.5 Final Approach

Vessel To Facility
Lengths NOTES

Operating 1. Direct Approach is Forbidden

Location 2. Facility Location NOT to be used as Way Point
Set Up for Logistics Operations
Offshore
Facility 3. 1.5 Vessel Lengths if drift off situation
4. 2.5 Vessel Lengths if drift on situation

Figure 3: Approach to Facility

Figure 3: Approach to Facility

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

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

8.6 Change of Control Station or Operating Mode

Whenever control of a vessel is transferred to another station or a different operating mode is
selected, it shall be ensured that all manoeuvring arrangements are responding as anticipated prior
to undertaking any operations in the close proximity of an offshore facility.
Excluding any emergency, and/or a sudden unexpected fault occurring, change of controls or mode
of operation should not routinely take place whilst in close proximity to the installation, another
vessel or other obstruction.
Close proximity to an installation is considered as less than 1.5 – 2.5 x ships length.
Further guidance is included in Section 8.7 of these Guidelines.

8.7 Setting Up Before Moving Alongside

Vessels shall set up in the vicinity of the face to be worked on the appropriate heading. Vessel
distance from the facility shall be not less than 1.5 ship’s lengths in a drift-off situation or 2.5 ship’s
lengths in drift-on circumstances.
When setting up to work in a drift-on situation, the vessel should not be directly up-weather and/or
up-tide of the facility.
The set-up position should also consider any obstructions in the vicinity of the intended working
location.
Prior to moving from the setting up to the working location, sufficient time shall be allowed to ensure
that all station keeping arrangements are stable and environmental factors can be fully assessed.
It is suggested that a minimum of 15 to 20 minutes is allowed for manual station keeping; for vessels
operating in DP mode, reference can be made to IMCA M182 for set-up time.
Prior to the initial DP set-up, consideration should be given to the environmental conditions,
manufacturer’s recommendations and any company guidance relating to DP operations.
Once escape routes have been identified and discussed, an approach to the installation from the
setup position can be made. Manoeuvring should be undertaken to the installation in incremental
steps of approximately 10 meters, progressively reducing to steps of approximately 1 meter.
Final approach to the installation should be at a speed, over the ground, not exceeding 0.5 knots

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8.8 Use of Dynamic Positioning
Vessel specific directions and guidance relating to the use of dynamic positioning facilities for
station keeping will be included in operating procedures prepared by the equipment manufacturer
and / or Owner. These shall be complied with at all times.
When operating in DP mode, the power systems and station-keeping systems shall be configured
in accordance with the Activity Specific Operating Guidance. Operations at offshore installations
are considered critical activities. Any change in DP status from “normal” to “advisory” condition
should be comprehensively risk-assessed and operations can only be continued if mitigatory
measures are put in place.
All DPOs must be capable of taking control of the vessel in manual mode and manoeuvring the
vessel away from the installation in the event of DP failure. This action should be practised at every
available opportunity and should form part of the pre-entry checks.
When deciding on the minimum allowable working distance between vessel and installation, duty
holder and operators shall consider the time required to take manual control of the vessel against
the time it will take the vessel to drift onto the installation in the event of DP failure in a drift on
position.
Further guidance is included in Section 7.5 of these Guidelines.

8.9 In Operating Position

Whilst alongside the facility, power consumption, thruster utilisation and environmental factors must
be monitored on a regular basis, particularly if working on a weather side/drift on situation.
Similarly, actions required to depart from the facility at short notice, should this be necessary, shall
be continuously reviewed. The exit route to depart from the immediate vicinity of the facility shall be
reviewed at the same time. If, for any reason, there is any concern regarding the vessel’s ability to
maintain position operations must be suspended and the vessel manoeuvred to a drift off position
and clear of the facility.
Thruster pitch and power monitoring when approaching 45% power utilisation will prompt close
monitoring and re-evaluation of the work. Exceeding 45% power utilisation will immediately prompt
stopping work.
Further guidance is included in Section 7.2 of these Guidelines.

8.10 Changes of Operating Location

Where it is necessary for the vessel to move from one working location to another, such movement
shall be carefully planned and executed.
Wherever practical, risks associated in moving between locations should be assessed and
personnel instructed accordingly. The assessment shall consider any risks associated with other
vessels that may be working in the vicinity.
Wherever practical, if moving from one working face to another, the vessel should avoid passing
up-wind and/or up-current of the facility. It should move well clear of the facility, move to the
appropriate setting up location and carry out the setting up procedure described above prior to
moving into the new working position.
The facility shall be kept fully advised regarding the progress of any move between working

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 GOMO Chapter 8
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locations.
If available, a consequence analyser may be used in simulation mode as an aid in assessing the
implications of moving from one working location to another. However, the availability of this aid
should never be considered as a substitute for the proper planning and implementation of such a
move so that it is executed in a safe and controlled manner.

8.11 Weather Side Working

Duty holders and vessel operators must apply the hierarchy of risk control and avoid weather side
working wherever possible, eliminating drift-on collision risk. OIMs and vessel masters should
review the weather forecast and delay potential weather side operations until the environmental
conditions are no longer pushing the vessel onto the installation. Further guidance included in
Section 8.9 of these Guidelines.
Any potential requirements to work on the weather side of a facility must be risk assessed as
described in Chapter 4 of this document prior to moving into the set-up position. It shall be
continuously reassessed until the relevant operations have been completed.
When preparing to work a weather face, the vessel must not set up directly to windward of the
facility, but in a drift off position so that, in the event of a power failure whilst setting up, the vessel
will drift clear of the facility.
At any location where tidal or other currents are significant, similar precautions should be observed.

8.12 Requests to Stand-By for Further Instructions etc.

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

8.13 Extended/Protracted Cargo Handling Operations

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

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

8.15 Field Transits

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

8.16 Other Recommendations to Minimise Collision Risk

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

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Contents

9 Logistics and Cargo Handling Operations 9-2

9.1 Cargo Planning ............................................................................................ 9-2
9.1.1 Compliance with Legislation ............................................................. 9-2
9.1.2 Notification of any Unusual Cargo Items ........................................... 9-2
9.1.3 Deck Space Management, Back Load Cargoes ................................ 9-2
9.2 Cargo Plans .................................................................................................. 9-3
9.3 Sailing Instructions ...................................................................................... 9-3
9.4 Weather Forecasts ....................................................................................... 9-4
9.5 Dispatch of Vessels...................................................................................... 9-4
9.6 Potential Dropped Objects ........................................................................... 9-4
9.7 Stowage and Securing of Cargoes in Containers ...................................... 9-5
9.8 Refrigerated Containers, Disconnection at Offshore Facilities ................. 9-5
9.9 Tubular Cargoes ........................................................................................... 9-6
9.9.1 General Guidance ............................................................................ 9-6
9.9.2 “Round Tripped” Tubular Cargoes ..................................................... 9-6
9.10 Main Block Operations ................................................................................ 9-6
9.11 "Cherry Picking" .......................................................................................... 9-7
9.12 Other Potentially Hazardous Practices ....................................................... 9-7
9.13 Unusual Cargo Items Loaded onto Vessel Decks ...................................... 9-7
9.14 Tag Lines ...................................................................................................... 9-8
Revision 1, August 2018
Revision History

Revision Number Date Section Changes

1 Aug – 9.3; Sailing Instructions Dangerous goods paperwork added to list
2018 9.7; Stowage and Securing of Wording added to highlight that the proper packing
Cargoes in Containers and securing of cargo within any container is the
responsibility of the shipper and not the vessel
9.8; Refrigerated Containers Wording on connection changed from “receptacles” to
Disconnection at Offshore “power supply”
Facilities
9.11; Cherry Picking Wording changed from “minimise” to “eliminate”
9.12; Other Potentially Wording at point 1 expanded on to indicate that this
Hazardous Practices practice should be actively discouraged
9.13; Unusual Cargo Items Reference added to “Non-Routine Cargo Items
Loaded onto Vessel Decks Guidance”

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9 Logistics and Cargo Handling Operations

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

9.1 Cargo Planning

9.1.1 Compliance with Legislation

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

9.1.2 Notification of any Unusual Cargo Items

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

9.1.3 Deck Space Management, Back Load Cargoes

Congestion on the cargo decks of both vessel and offshore facility can result in hazardous situations
for personnel or equipment.
Except where rigorous planning of logistics support is in place or where previously agreed and
confirmed in sailing instructions, it is considered good practice for a vessel to arrive at an offshore
facility with approximately 10% of its useable deck clear and ready to receive initial back-load. This
allows sufficient space to be cleared on the facility’s deck before any cargo is taken up from the
vessel. Wherever possible, this clear deck space should be contiguous.
Subject to discussion with the Master, this recommendation may be waived at the last facility at which
cargo is back-loaded onto the vessel prior to its return to base when all deck space may be utilised,

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Revision 1, August 2018
but only on the understanding that it will not subsequently be diverted to support another offshore
location on its inward voyage.

9.2 Cargo Plans

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

9.3 Sailing Instructions

Prior to a vessel being dispatched on any voyage delivering cargoes to one or more offshore facilities
the Base Operator or Logistics Service Provider, in conjunction with the Charterer, should furnish it
with a comprehensive set of sailing instructions.
These instructions may include, but are not limited to the following:
1. Cargo Manifest which includes details of items loaded on the vessel.
2. Any specific information regarding cargoes on board, including:
a. MSD Sheets.
b. Particular hazards associated with any cargoes.
c. Particular precautions relating to the care of any cargo.
d. Dangerous Goods paperwork.
3. Routing for voyage.
4. Facilities data cards, if not already held on board.
5. Reporting requirements.
6. Any changes in contact details.
7. Any other special instructions or relevant information.

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9.4 Weather Forecasts

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

9.5 Dispatch of Vessels

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

9.6 Potential Dropped Objects

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

Objects which constitute this risk include, but are not limited to:
1. Loose tools used when servicing equipment included in or forming part of the cargo item.
2. Foreign objects in or on containers, including in fork lift pockets.
3. Ice formed when water entrained in a cargo item freezes.
When loading or discharging any deck cargo, the personnel involved should move to a safe haven well
clear of the intended load path until it is safe to approach the item, or it is no longer above the vessel’s
deck.
Where practical and safe to do so, items on the deck should be inspected for potential dropped objects
after loading and again before discharge at the offshore facility or onshore base.

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Any such objects identified during these inspections should be removed, if safe to do so, and an
incident report submitted through the appropriate channels. If the objects cannot be safely removed
the cargo item should be quarantined pending a full assessment of the risks which may be involved
in discharging it, either at the offshore facility or quayside.

9.7 Stowage and Securing of Cargoes in Containers

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

9.8 Refrigerated Containers, Disconnection at Offshore Facilities

From time to time, refrigerated containers may be used to deliver provisions to offshore facilities.
Such containers may have their own self-contained refrigeration unit, but more usually electrically
powered units will require connection to a power supply on vessels which have been specifically
installed for this purpose.
Specific check lists may relate to the carriage of such items which should be completed by the relevant
personnel.
Where such containers are used, it is important that they are not isolated for significant periods since
the temperature may rise to such an extent that the contents thaw and have to be condemned.
It is therefore recommended that when preparing to discharge this type of container at an offshore
facility the power supply should be isolated, disconnected and removed only from those items to be
delivered to that facility. The power supply may remain connected to refrigerated containers intended
for other destinations.
In some circumstances it may be necessary to isolate, disconnect and remove the power supply
to those containers to be delivered to an offshore facility prior to entering its safety zone.

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9.9 Tubular Cargoes

9.9.1 General Guidance

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

9.9.2 “Round Tripped” Tubular Cargoes

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

9.10 Main Block Operations

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

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9.11 "Cherry Picking"

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

9.12 Other Potentially Hazardous Practices

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

9.13 Unusual Cargo Items Loaded onto Vessel Decks

From time-to-time requirements may exist for unusual items to be loaded onto the deck of
offshore support vessels.

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Revision 1, August 2018
Examples of such items include, but are not limited to, the following:
1. Modules or large fabricated items associated with offshore construction projects.
2. Very long items, including tubulars, flare booms, crane booms or similar, which, because of
lifting geometry require the use of 2 stinger pennants on the crane hook.
3. Any items which have not been pre-slung prior to shipment.
Such items may have unusual dimensions, be unduly heavy or have high footprint loads, have unusual
means of support and their transportation may have been the subject of a specific engineering
assessment. In addition, connection and release of the lifting rigging may pose particular risks for
personnel on the vessel.
In this context, any cargo items not carried in conventional shipping units such as containers,
baskets, tanks or racks should be considered “unusual”.
The Master of the vessel proposed for the carriage of any such items should be notified of the
intention to load them on his vessel sufficiently in advance for the potential risks associated with
their loading, carriage and discharge to be fully assessed.
Please refer to Chapter 3 for further information relating to specific responsibilities relating to this
matter.
For further information and guidance refer to “Non-Routine Cargo Items Guidance” on the GOMO
website. www.g-omo.info

9.14 Tag Lines

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

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 GOMO Chapter 10
Bulk Cargo Operations
 GOMO Chapter 10
Bulk Cargo Operations

Revision History

Revision Date Section Changes

Number
1 December 10.1 General Requirements Bullet point 2: reworded to clarify need for vessel
and bulk system to be fit for purpose
2022
Bullet point 3: “segregation” added

Bullet point 4: extra bullet added to cover need

for integrity checks of hose and lifting
arrangement

10.2 General Precautions Bullet point 4: wording added to consider

secondary/back up means of comms

Bullet point 9: reference changed from “Master

or Senior OOW” to “a designated member of the
bridge team”

Bullet point 13: reference to ISGOTT publication

added

Bullet point 14: reworded in respect of use of

“compressed air” for clearing of hoses

Bullet point 17: reference to floating hoses

added

Bullet point 19: wording updated to emphasise

manual handling risks

10.3.1 Vessel Responsibilities at Extra bullet added to consider securing of hoses

the Facility and diffusers where necessary

10.7 Bulk Hose Handling Title updated to reflect merge with previous
Procedures & Securing section 10.8 on Hose Securing Arrangements
arrangements
Details on traditional hose securing method
removed and reference to example good
practice methods in appendix 10-C added

10.8.1 Bulk Transfers of Reference added to development of tank

Common Liquids – Cargo Fuel management plans and also MSF Marine Gas
(Marine Gas Oil) Oil guidance

10.8.2 Bulk Transfers of Reference added to development of tank

Common Liquids – Potable management plans and also to MSF Pot Water
Water Guidance

10.9.4.1 Methanol Reference added to the MSF / OCIMF document

“The Carriage of Methanol in Bulk Onboard
Offshore Vessels”

Recommendation to consider crew training in

Methanol handling added

10.13 Tank Cleaning Section updated and reordered to follow the

natural flow of an operation

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Contents

10 Bulk Cargo Operations 10-3

10.1 General Requirements ................................................................................. 10-3
10.2 General Precautions .................................................................................... 10-3
10.3 Bulk Operations in Port & at Facility .......................................................... 10-4
10.3.1 Vessel Responsibilities at the Facility .............................................. 10-4
10.3.2 Facility Responsibilities .................................................................... 10-5
10.4 Preparations Relating to Transfer of Dry Bulk Materials ......................... 10-5
10.5 Hose Usage ................................................................................................... 10-6
10.6 Hose Markings & Connections ................................................................... 10-6
10.7 Bulk Hose Handling Procedures & Securing Arrangements ................... 10-6
10.8 Bulk Transfers of Common Liquids ........................................................... 10-6
10.8.1 Cargo Fuel (Marine Gas Oil) ............................................................ 10-6
10.8.2 Potable Water................................................................................... 10-7
10.9 Bulk Transfers of Special Products ........................................................... 10-7
10.9.1 Shipper ............................................................................................. 10-7
10.9.2 Operating Company & Base Operator ............................................. 10-7
10.9.3 Vessel Master................................................................................... 10-7
10.9.4 Characteristics of Some special Liquid Products ............................. 10-8
10.10 Attendance of Facility Personnel During Bulk Transfer Operations ....... 10-9
10.11 Back-Loaded Liquid Bulk Cargoes ............................................................. 10-9
10.12 Transfer of Noxious Liquids During Hours of Darkness .......................... 10-9
10.13 Tank Cleaning ............................................................................................. 10-10
10.13.1 Preparations ................................................................................... 10-10
10.13.2 Operations ...................................................................................... 10-11
10.13.3 Completion of Tank Cleaning ......................................................... 10-12

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10 Bulk Cargo Operations

10.1 General Requirements
Cargoes carried in bulk on offshore support vessels include dry products in powder form, together
with various types of oil and water-based muds, base oils, brine and numerous other chemicals
transported in liquid form.
Attention is drawn to Chapter 3 which emphasises, that when planning to load any cargo, including
those consisting of bulk powders or liquids onto an offshore support vessel, the various parties
involved have several joint responsibilities, including ensuring that:
1. The proposed vessel is fully fit for the purpose intended
2. Vessel and bulk system is fully in compliance with all relevant legislation, rules and codes
relating to the carriage of the relevant goods or products. Relevant documentation such as
MSDS shall be provided to vessel to assist in checking compliance
3. Appropriate procedures for the loading, segregation, carriage and discharge of the products
are in place
4. Suitable integrity checks for the hose and lifting arrangement are in place and up to date
5. The personnel involved have relevant experience and competencies
Bulk cargo transfers are potentially hazardous operations and must be done in a controlled manner.

10.2 General Precautions

In undertaking bulk cargo operations, the following precautions should be observed:
1. The pressure ratings of all components of the transfer system should be verified to ensure
that they are appropriate for the proposed operation.
2. Prior to commencement, agreement shall be reached between all relevant parties, including
vessel, base, facility or roadside tanker regarding the pressure rating to avoid overpressure.
3. The protocols for control of the transfer operation are to be agreed by all parties involved.
4. Communications arrangements shall be agreed and tested prior to the commencement of the
operation and at frequent intervals as it proceeds. Means of a secondary/back up
communications method shall be discussed.
5. If communications are lost, “Stop the Job”
6. Shipper and receiver should confirm quantities to be transferred and subsequently monitor at
regular intervals.
7. Shipper and receiver shall agree on rates of delivery and densities of cargo being transferred.
8. Relevant personnel must be readily available and nearby throughout transfer operations.
9. At facility, a designated member of the bridge team must ensure they can see bulk hose(s)
at all times and not be distracted from these. Particular attention should be paid during
hydrocarbon transfers to ensure that proper consideration is given of potential hazards when
carrying out concurrent cargo operations.

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10. Each party shall give sufficient warning prior to changing over tanks and communicate when
changes have occurred.
11. Do not close valves against a cargo pump
12. If, at any point, vessel Master, shipper, OIM or any other person has concerns relating to the
safety of the transfer operation, it must be stopped.
13. Unregulated compressed air should not be used to clear any bulk hoses back to the vessel
as this may damage tanks. Refer to ISGOTT for further information.
14. The use of regulated compressed air to clear hoses used for the transfer of any hydrocarbon-
based products should be fully risk assessed by all parties involved where the flashpoint of
the product is less than 60°C.
15. Do not transfer any other liquids using potable water hoses.
16. Before use, flush potable water lines through to clear any residues.
17. Hoses must remain afloat at all times through use of sufficient flotation devices or floating
hoses.
18. Use of self-sealing weak link couplings in the mid-section of the hose string is recommended.
19. The number of reducers and connections should be kept to a minimum to avoid unnecessary
weak points and ease manual handling at the hose end.
20. The hose from the facility should not be connected to the vessel until both parties have agreed
that all preparations have been completed and that the transfer can commence immediately
after the connection has been satisfactorily completed.

10.3 Bulk Operations in Port & at Facility

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

10.3.1 Vessel Responsibilities at the Facility

Before offloading bulk cargo, confirm the following details with facility:
1. Communications protocols have been agreed and, in particular, how calls to “STOP” will be
managed.
2. Quantity of bulk to be offloaded.
3. That the hoses and connections, colour codes and dimensions all correct.
4. That the rigged hose lengths are adequate.
5. Procedures for venting and blowing through hoses.
6. The facility is ready to receive cargo; all valves and vents are open and correct tanks lined
up.
7. Emergency shut down procedures are in place and the crew are familiar with these.

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Ensure that:
1. All pollution prevention equipment is in place, as per SMPEP.
2. All manifold valves are in good condition.
3. The person in charge cannot or will not be distracted from the operation.
4. Facility under-deck lighting is adequate.
5. Dry bulk vent line positions are identified.
6. Hoses and diffusers are secured where necessary.
7. Hose and connection(s) are observed throughout transfer operations
The Master or delegate shall submit the following to the designated contact person:
1. All receipts, where applicable, including meter readings, for cargoes transferred.
2. Any other relevant documentation and information.

10.3.2 Facility Responsibilities

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

10.4 Preparations Relating to Transfer of Dry Bulk Materials

The following recommendations are included to supplement those in the flow-charts included in
Appendix 10-A.
It is recommended that procedures should be adopted as follows in addition to the use of the
Transfer Checklist at appendix 10-B:
1. Prior to confirming that a vessel is ready to transfer any dry bulk cargoes, it should be verified
that all on-board preparations have been completed.
This includes a requirement to ensure that, where relevant, all elements of the system have
been vented to atmospheric pressure.
2. When transferring dry bulk cargoes to or from vessels, personnel responsible for delivering
the product should confirm that personnel responsible for receiving it have completed all
relevant preparations.
Assumptions that preparations have been completed can be dangerous and must be
avoided. Relevant check lists shall be completed as required by the parties involved.
3. When transferring dry bulk cargoes to or from vessels, care should be taken when deciding
the sequence and manner in which the various valves are opened to avoid the risk of
inadvertently over-pressurising any elements of the system.

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4. It is important to remember that the handling of dry bulk materials involves systems containing
large volumes of pressurised air. Such systems contain considerable stored energy and the
potential for serious personal injury in the event of failure is high.
5. All personnel involved in such operations must therefore comply with all relevant procedures
and to ensure that all checks have been satisfactorily completed prior to confirming their
readiness to deliver or receive the product.

10.5 Hose Usage

Appendix 10-C contains general guidelines regarding the usage and care of offshore bulk hoses.

10.6 Hose Markings & Connections

Appendix 10-E contains information relating to hose marking, usage and connections.

10.7 Bulk Hose Handling Procedures & Securing Arrangements

A safe system of handling bulk hoses at the offshore facility should be developed to address and
minimise the risks associated with bulk hose operations. This should specifically address the risks
posed to vessel crew in handling suspended loads.
Any arrangements which reduce or avoid personnel exposure to suspended hoses should be
investigated. Two such examples of hose handling procedures are included at Appendix 10-C.
The “Sling and Pin” and “Over Rail” methods described in appendix 10-C require only minor
modifications on the vessel. These must be assessed in conjunction with the vessel to assess the
safest method for the vessel configuration.
Vessel crews should be reminded that, whenever possible, hose couplings should avoid contact
with the ship’s structure. The integrity of the couplings should be monitored by visual inspection of
the painted line on the couplings, where applied.
In marginal weather, increased awareness is required by the vessel to avoid over running the hose,
especially if deck cargo is also being worked. In such circumstances, consideration should therefore
be given to carrying out bulk hose operations on their own.

10.8 Bulk Transfers of Common Liquids

10.8.1 Cargo Fuel (Marine Gas Oil)

Establish a sampling and receipting procedure when transferring fuel.
Samples must be taken in accordance with MARPOL Annex VI and will normally suffice for these
operations. However, in some circumstances, more rigorous sampling procedures may be required.
Any such requirements should be included in the Master’s sailing instructions and should always
be observed.
The duration that fuel is stored in tanks should be minimised to avoid build-up of condensation,
which can lead to microbial growth. Each vessel is recommended to have a tank management plan
to addresses potential build-up of any water and particles, with procedures in place to keep these
as low as reasonably practicable. Further guidance is available from documents such as the Marine
Safety Forums “Delivering Quality Bulk Marine Gasoil to Offshore Installations”.
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10.8.2 Potable Water
Storage tanks used for transporting potable water must be dedicated solely for that purpose. The
duration that water is stored in tanks should be minimised to avoid stagnation. Details of how this
is controlled shall be captured in a tank management plan.
Specific national or charterer’s requirements may apply to the carriage, storage and transfer of
potable water.
An example good practice document “Delivering Quality Potable Water to Offshore Installations”
can be found on the Marine Safety Forum website.
The Charterer, Owner and Master should ensure that any such requirements are understood and
followed.

10.9 Bulk Transfers of Special Products

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

10.9.1 Shipper
1. Provide full details of products being shipped, including details of all handling precautions to
be taken.
2. Staff shall be on site throughout to advise on pumping, handling, earthing and discharge of
tanks.
3. Ensure appropriate firefighting equipment is available, where relevant.

10.9.2 Operating Company & Base Operator

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

10.9.3 Vessel Master

1. Complete a ship to shore safety check with shipper.
2. Authorise loading.
3. If required, ensure a permit to work is in place before any loading operations can commence.
4. Ensure vessel’s restricted zone is clear, fire hoses are rigged and SMPEP equipment is ready
for use before loading commences.

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10.9.4 Characteristics of Some Special Liquid Products
Whilst the shipper must provide full details of any products being shipped, characteristics of some
of the more common chemicals which may be shipped in bulk liquid form are included below.

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

The following specific precautions should be observed when transferring this product:
1. Ensure that integrity of system is intact, and that all relevant certification is valid and in-date.
2. During bulk methanol transfer, smoking and the use of ignition sources are prohibited.
3. During electrical storms (lightning) operations should be stopped.
4. Ensure free deck space around bulk loading / discharge stations so that coverage of foam
monitors is not obstructed.
5. No other operations to be undertaken when handling this product.
It is recommended that crew are trained and familiar in Methanol handling prior to operations
commencing.
Further guidance on the safe loading, carriage and discharge of methanol by offshore support
vessels is available in the document “The Carriage of Methanol in Bulk Onboard Offshore Vessels”
available on the Marine Safety Forum website.

10.9.4.2. Zinc Bromide

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

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

10.11 Back-Loaded Liquid Bulk Cargoes

Please refer to Appendix 10-F for further details.

10.12 Transfer of Noxious Liquids During Hours of Darkness

It is recognised that it may be necessary to transfer hydrocarbon or other noxious liquids during the
hours of darkness, particularly in higher latitudes in the winter months.
For clarity, these Guidelines do not advocate that such operations should be curtailed or restricted
but seek to identify the additional risks involved in such transfers and to make appropriate
recommendations to manage such risks.
It is recognised, for example, that leaks are most likely to occur in the early phases of any transfer
operation as connections become pressurised. Once all aspects of the transfer operation have been
stabilised, leaks are less likely to occur.
It is therefore recommended that, where practical, the following practices are adopted in relation to
the bulk transfer of hydrocarbons (or other recognised marine pollutants) during the hours of
darkness:
1. Adequate artificial illumination of the operational areas on the facility, the vessel and the water
between them should be provided.
2. Additional high-visibility and / or reflective panels on the hoses (or their buoyancy elements)
are recommended.
3. All preparations for the transfer to completed in daylight, where practical.
4. Careful checks to be made for leaks, etc., on vessel, facility and connecting hose as transfer
commences.
5. Transfer may continue into the hours of darkness, provided that the entire area and
associated equipment is adequately illuminated to an acceptable standard.
In the event that the transfer continues, a careful watch of the connections and hose should
be maintained throughout.
It is recommended that hydrocarbons or other noxious products should not be transferred

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simultaneously in these circumstances.
6. On completion of the transfer, extra care should be taken when breaking the connection and
returning the hose to ensure that the risk of spillage is minimised.
General precautions to be observed regarding safety of personnel working on deck during the hours
of darkness should continue to be implemented.

10.13 Tank Cleaning

10.13.1 Preparations

10.13.1.1. Check List

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

10.13.1.2. Simultaneous Operations (SIMOPS)

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

10.13.1.3. Risk Assessment

The Tank Cleaner Supervisor must demonstrate to the Master or delegate that they understand the
principles and have undertaken a full and comprehensive risk assessment relevant to the intended
task, including all mitigative and preventative measures.
The outcomes of the risk assessment need to be addressed in the subsequent toolbox talk with all
risks controlled prior to commencing the task.

10.13.1.4. Emergency Response & Escape

The Tank Cleaning Supervisor must demonstrate to the Master or delegate that the emergency
response and escape arrangements identified in the risk assessment are in place and available, if
required.
Equipment used for emergency escape must be tested, certified, and fit for the intended purpose.

10.13.1.5. Permit to Work

Prior to all tank cleaning operations, a permit to work must be opened to cover (but not be limited
to) all work activities associated with the tank cleaning and not just limited to tank entry, i.e., setting
up equipment, line flushing, scaffolding etc.

10.13.1.6. Isolations
Isolations to be agreed and in place prior to commencement of tank cleaning. Refer to Appendix
10-G for more information.

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10.13.1.7. Toolbox Talk
A detailed toolbox talk must be conducted with all key personnel prior to commencement of tank
cleaning operations. Refer to Appendix 10-G for more information.

10.13.1.8. Initial Atmosphere Testing & Tank Entry

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

10.13.1.9. Personal Protective Equipment & Respiratory Protective Equipment

Personnel working in the tank shall wear the appropriate PPE as identified in the risk assessment,
COSHH or equivalent assessment and MSDS.
All PPE must be pre-inspected prior to use and be correctly fitted for the user and certified were
applicable.

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

10.13.2 Operations

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

10.13.2.2. Continuous Atmosphere Testing

Continuous tank atmosphere testing by competent personnel from both the vessel and tank-
cleaning contractor must be undertaken both prior to commencement of cleaning activities and
checked at frequent intervals until all persons have exited the tank on completion of operations.
Equipment utilised to conduct these tests of the tank atmosphere must be used by a user competent

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in the use and in accordance with its manufacturer’s instructions.
The results of the atmosphere testing should be recorded on the permit or other agreed document.

10.13.2.3. Shift Handovers

Handover between shifts of vessels and tank-cleaning personnel must be carefully controlled to
ensure continuity and a further toolbox talk must be conducted.

10.13.3 Completion of Tank Cleaning

On completion of tank cleaning operations, the vessel Master or delegate must carry out an
inspection, together with the tank cleaning contractor supervisor and/or client surveyor to ensure
that the tanks have been cleaned to the required standard and lines and pumps have been
thoroughly flushed.
The various commonly accepted tank cleaning standards are described in Appendix 10-H. The tank
inspection should confirm that the tanks have been cleaned to the appropriate standard.
On completion of tank cleaning activity all equipment and consumables to be removed from the
vessel and permits closed out.

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Contents

11 Anchor Handling & MOU Moving 11-2

11.1 Introduction ..................................................................................................11-2
11.1.1 Definitions and Abbreviations ...........................................................11-2
11.2 Jointly Agreed Procedures and Responsibilities .....................................11-3
11.2.1 Operating Company .........................................................................11-4
11.2.2 MOU Management Company...........................................................11-5
11.2.3 OIM...................................................................................................11-5
11.2.4 Vessel Management Company ........................................................11-6
11.2.5 Vessel Master...................................................................................11-6
11.2.6 Offshore Marine Representative ......................................................11-7
11.2.7 ROV Supervisor ...............................................................................11-8
11.2.8 Equipment Supplier ..........................................................................11-8
11.2.9 Survey and Positioning Supplier ......................................................11-8
11.3 Preparations .................................................................................................11-9
11.3.1 Contents of Work Specification ........................................................11-9
11.3.2 Pre- Operation Meeting Onshore ...................................................11-11
11.3.3 Vessel Preparations .......................................................................11-13
11.3.4 MOU Preparation ...........................................................................11-14
11.4 Execution phase .........................................................................................11-14
11.4.1 Mobilisation and Demobilisation .....................................................11-14
11.4.2 Notification......................................................................................11-16
11.4.3 Pre-lay Operation ...........................................................................11-17
11.4.4 MOU Move Operation ....................................................................11-18
11.4.5 Exchange of Information During Anchor Handling Operations........11-19
11.4.6 Recovery of Anchor Lines ..............................................................11-20
11.5 Marine Operations - Tow ...........................................................................11-21
11.5.1 Introduction and planning of Tow ...................................................11-21
11.5.2 Weather Forecasting ......................................................................11-22
11.5.3 Documents and Records ................................................................11-22
11.5.4 Tow Plan ........................................................................................11-23
11.5.5 Escort Vessels................................................................................11-23
11.5.6 Emergency Tow Equipment ...........................................................11-24
11.5.7 Unmanned Tows ............................................................................11-24
11.5.8 Exchange of Information During Towing Operation .......................11-24
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11.5.9 Record of Towing Operations .........................................................11-25

11.6 Heading Control Operations .....................................................................11-25
11.7 Communications ........................................................................................11-25
11.8 Vessel Stability ...........................................................................................11-26
11.9 Guidance on Bollard Pull and Vessel Working Limits .............................11-27
11.10 Winch operation: Emergency Release and Emergency Stop ................11-27
11.11 Further Guidance for Particular Anchor Handling Operations ...............11-28
11.11.1 Considerations for Deeper Water....................................................11-28
11.12 Reference of best practice ........................................................................11-29
Revision 1, October 2018

Revision History

Revision Date Section Changes

Number
1 Sept – 11.1 - Introduction Chapter 11 content wording updated
2018 11.1.1 – Definitions and Abbreviations Change to heading and content, various definitions
and abbreviations from previous revision moved into
this table
11.2 – Jointly Agreed Procedures and Content updated and includes previous section
Responsibilities (11.1.2) Definition of Person in Charge
11.2.6 – Offshore Marine Representative New role and content added
11.2.7 – ROV Supervisor New role and content added
11.2.8 – Equipment Supplier New role and content added
11.2.9 – Survey and Positioning Supplier New role and content added
11.3 – Preparations Reference to “Appendix 11-A” removed as the
suggested works specification contents is now
included at 11.3.1
11.3.1 – Contents of Work Specification Content updated in relation to above change
Guidance on Cross Track Distances Section 11.3.1.2 from previous revision removed as
this is now outdated. Stability calculations for worst
case are now valid for entire operation
11.3.2 – Pre-Operation Meeting Onshore Content updated
11.3.3 – Vessel Preparations Change in heading and sub-sections
11.3.4 – MOU Preparations New section added similar to Vessel Preparations
11.4 – The Execution Phase Major change: Section 11.4 and 11.6 from the
previous revision have been merged into one
section. Sub-sections from previous revision have
been moved into new 11.4 section and content has
been updated.
The reason is to reflect how the planning,
preparation and execution phase for, to and of the
offshore operation is actually done today.
Pre-lay operation has been added as sub-section
due to the increased amount of such operations.
Anchor and anchor lines recovery has been moved
and updated as separate sub section since this is
part of the Anchor handling operation. Content and
drawing updated

11.5 – Marine Operations - Tow Major change: Taking into consideration the findings
from the Transocean Winner incident report, the
content of this section has been significant changed.
11.6 – Heading Control Operations Major change: Previous section moved to 11.4 and
new section on Heading Control added
11.7 – Communications Content updated
11.8 – Vessel Stability Content updated
11.9 – Guidance on the Bollard Pull and Content updated
Vessel Working Limits
11.10 – Winch Operation: Emergency Change of heading and update of content
Release and Emergency Stop
11.11.1 – Considerations for Deeper Water Updated content
Breaking Out of Anchors Section 11.11.12 from previous revision moved to
11.4
11.12 – Reference of Best Practice New section added

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11 Anchor Handling & MOU Moving

11.1 Introduction
Anchor handling and MOU Moving operations are among the most difficult and demanding
operations in the offshore industry. High tensions, combined with heavy equipment, requires good
planning, close attention during operation, good communication and qualified and trained personnel
to carry out the various types of anchor handling operations.
All personnel should appreciate their joint responsibilities as defined in Section 11.2 below.
Safety of crew, Environment, MOU and vessel is paramount.
The guidance in this section applies equally to all types of MOUs.

11.1.1 Definitions and Abbreviations

AH Anchor Handling

AHV Anchor Handling Vessel

COLREGS Convention on the International Regulations

for Preventing Collisions at Sea

DP Dynamic Positioning

Towing-gog A fixed block or chock located in the centre of

a tug-vessel where the towing wire runs
through.

HIRA Hazard Identification & Risk Assessment

HSE Health, Safety and Environment

MBL Minimum Breaking Load

MOC Management Of Change

MODU Mobile Offshore Drilling Units

MOU Mobile Offshore unit

Includes but are not limited to all types of
MODU, FPSO, Barges, Accommodation
Units, Jack-ups and other types of self-
elevating units.

OIM Offshore Installation Manager

Master of the MOU

Operating Company In the context of this Chapter, Operating

Company means the company that has overall
responsible for the operation, and acting as
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charterer of the MOU subject for the

operation.

R/M Risk Management

Is the identification, evaluation, and prioritization
of risk followed by coordinated and economical
application of resources to minimize, monitor,
and control the probability or impact of
unfortunate events.

ROV Remote Operated Vehicle

In this context, referring to an underwater
remotely operated vehicle (ROV) designed to
perform aquatic work and inspections.

SIMOPS Simultaneous Operations

SJA Safe Job Analysis (part of the Risk

Management)

SWL Safe Work Load

TBT Toolbox Talk (part of the Risk Management)

USBL Ultra-short Baseline

Vessel In the context of this Chapter, vessel means

anchor handlers or tugs used to assist the MOU
moving from and to location and to work on,
deploy or recover MOU moorings.

QC Quality Control

11.2 Jointly Agreed Procedures and Responsibilities

The parties involved will agree who will be responsible for the preparation of the Work Specification.
In most instances this will be the MOU Management Company, who may delegate this task to
an independent contractor acting on his behalf.
All parties are jointly responsible for ensuring adequate planning, risk management, documentation
and execution, including contingencies.
Focus on sustainable operations during planning and execution of any Marine Operations should be
taken into account, in order to minimize the effect on environment.
All parties should also agree on the risk management procedures to be observed and are jointly
responsible for ensuring that this is complied with throughout the entire operation.
A MOC process should be included in the risk management procedures. Major deviation from the
Work Specification should be permitted in accordance with this agreed management of change.
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Reference should be made to Chapter 4 relating to the risk management process.

Each party involved should determine how its interests will be represented during the operation,
and ensure that others are advised of the relevant arrangements.
A Work Specification that covers the entire operation shall be prepared. The Work Specification
should be in the English language, unless otherwise agreed.
Identify who will have the responsibility and authority to specify necessary equipment in
accordance with the Work Specification.
Ensure that satisfactory anchoring/mooring analyses have been prepared in compliance with
national/industry requirements where relevant.
As early as practicable organise the pre-work specification meeting, to include risk
management, if required.
Ensure that the work specification has been reviewed and is understood by all personnel that
participate in the operation.
Arrange Inspection of selected vessels’ technical specifications and certificates to verify suitability
in accordance with marine assurance protocols agreed between the parties involved.
Inform vessels and MOU about the status of the operation at all times.
Any proposed personnel changes during MOU moving operations a r e to be arranged so that
relief personnel have sufficient time to be fully briefed on status of work specification by those they
are relieving.
Communicate any changes of the work specification to all the parties involved.

11.2.1 Operating Company

The Operator has the overall responsibility of the Operator’s respective operations.
• Ensure that all parties involved in the marine operation have been approved by the operator,
and that personnel engaged in the operation have the required qualification and competence
to meet the responsibility given for each role.
• Obtain an overview of infrastructure on the seabed, sea bottom conditions and any
obstructions and provide to involved parties, include proximity agreements and provide
contact details to owners/ management of subsea infrastructure.
• Provide information to nearby installations if operators are in cooperation with regards to
emergency preparedness or other matter.
• Notify the relevant authorities about the planned operations in advance or according to
requirements.
• The operator shall specify minimum horizontal and vertical distances to infrastructure,
pipelines and vulnerable natural seabed resources on the seabed for anchors and anchor
lines.
• Is responsible for ensuring adequate planning (including contingencies) and risk assessment
of the entire anchor handling and towing operation
• Provide weather forecasts and relevant data.
• For an MOU move, Operator will normally be responsible for vessel and MOU chartering to
meet the requirements in the scope of work.

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• To provide the vessel management company and vessels with details of maximum calculated
loads for the operation.
• Obtain positioning equipment and positioning personnel.
• Obtain equipment supplier and equipment supplier personnel, if applicable.
• Inform subcontractors in advance about the planned mobilisation and commencement of
mooring operation. Notification should be made as early as possible.
• Send notification to all involved parties of the work specification, risk management, load list,
mobilisation plans, contingency plans and single point of contact in sufficient time.
• Arrange the place and time to perform HSEQ briefing of the operator’s HSEQ expectations
and MOU management company for presentation of work specification. Ideally, the meeting
shall be held in advance on-shore, with the Operating company inviting all relevant parties,
i.e., OIM, Vessel Masters, Marine Rep. QC positioning and Mooring equipment
representative.
• Arrange on site visit of the operator’s representatives for verification of the marine operations.
• Provide the required documentation from anchor installation to rig owner, anchor positions,
test tension, line length during installation, etc.

11.2.2 MOU Management Company

• Notify authorities of MOU departure and arrival in accordance with local requirements.
• Ensure the MOU is adequately manned by qualified and competent personnel, taking into
account hours of rest requirements and the work specification.
• Provide personnel, as required, to cover 24/7 operation.
• Ensure arrangements for provision of additional/back-up mooring equipment, if required, are
in place.
• Obtain equipment supplier and equipment supplier personnel, if applicable.
• Ensure that mooring analysis and work specification for both pre-lay and MOU move is
prepared and approved in accordance with applicable regulations prior to commencement of
operation.
• Exemptions from the already agreed work specifications shall be approved by MOU
management company (e.g. anchor installation, anchors positions, test tension, line length
during installation).

11.2.3 OIM

• The OIM has the overall responsibility and the authority for the HSEQ management of the
facility and personnel as per statutory requirements and MOU management company’s
policies.
• The OIM has the overall responsibility for all activities inside MOU the safety zone, including
all mooring system connected to the MOU.
• In relation to the movement of the MOU, Operational responsibility may be delegated to a
suitably qualified person such as the Tow Master who should also consult with vessel and
Masters in the process. If operational responsibility is delegated to a Tow Master, the OIM
still has responsibility for the entire operation.
• Decision as to when it is safe and practicable to commence operations within the limitations
of the MOU operating manual, having consulted with the Operators representative and the
Vessels Master.

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• Ensuring that a meeting is held with all relevant personnel on board prior to operation,
minutes documented in accordance with Company policy and an appropriate entry made in
the deck log book. Outcome of meeting to be sent to vessel Masters and Offshore Marine
Representatives.
• Ensuring procedures are in place to monitor each vessel’s operation, and to monitor ongoing
status of the operation.
• Ensure the function of and monitor the effectiveness of communications between all involved
parties.
• Acts as the sole point of contact through which all operation notifications and exterior
communications will pass and ensures that all relevant authorities are kept informed of the
operation, as required.
• Liaises and communicates with the Operating Company representative on all matters
concerned with the operation and any deviation from the agreed work specification.

11.2.4 Vessel Management Company

Responsibilities of the vessel management company include, but are not limited to:
• Ensuring that vessels are in good operational order and in compliance with relevant
legislation and charter party requirements.
• Ensuring that vessels are manned by qualified and competent personnel taking into account
hours of rest requirements and work specification including possibility of 24/7 working.
• Ensuring that any proposed personnel changes during MOU moving operations are arranged
to allow sufficient time for a briefing on work specification and experience transfer to be
completed.
• Ensuring that the vessel’s crew can calculate and monitor stability information for all stages
of the intended operation.
• Shall carry out a review of the vessel’s stability calculations prior to commencement of
operations.
• Ensuring that ship specific anchor handling manual or procedures are included in each
vessels’ safety management system and that such documents are available on board.
• Ensure that a clearly defined clear-deck policy is present. The clear deck policy shall be
understood and implemented on each vessel.
• Ensuring that details of the vessels provided to brokers and charterers are correct and
current.
• Ensure that lesson learned within the industry and other vessels in the company are
distributed to the vessel masters.

11.2.5 Vessel Master

The prime responsibility of the Master of any vessel is to safeguard the safety of crew, equipment
on board and environment at all times. The Master shall stop operations that may put personnel,
vessel or environment at risk.
All personnel involved have the right to call a stop at any time. In multi vessel operations, Masters
should avoid allowing perceived “Peer” pressure to influence the overall decision-making process.
Other responsibilities include, but are not limited to:
• Ensuring that the manning on board is sufficient, based on working hour provisions, the
operation work specification and that the crew is rested.
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• Ensuring that the vessel’s own AH equipment on board is in good condition and certificated
as required and meets the requirements of the Work Specification. Ensuring loaded
equipment is in good condition and meets the requirements in the Work Specification.
• Ensure ID registration of deployed equipment is performed and in accordance with
documentation from equipment supplier. The actual ID registration can be carried out by, i.e.,
equipment supplier offshore supervisor, Offshore Marine Representative or qualified vessel
crew.
• Defects or non-conformities to the anchor/mooring equipment found during the operation are
to be reported in accordance to the Work Specification.
• Ensure compliance with vessel management company’s and charterer’s HSSEQ policies
• Reporting to the OIM on the MOU of any accident, incident or vessel deficiency/limitation
occurring during the operation.
• Ensuring that a vessel Risk Management Process has been performed and recorded, in
accordance with the specific work specification, ensuring that agreed work specification is
communicated to all crew members involved in operation.
• Ensuring that the stability of the ship is calculated and recorded, for each step in the work
specification including worst-case expected dynamic loads.
• Ensuring that sufficient spare parts and consumables are on board for the intended operation.
• Ensuring that the personnel who will be involved in the operation have been adequately
briefed as to the nature of their duties, responsibilities and authorities.
• In cooperation with the Offshore Marine Representative, ensure that MOC procedures are
complied with in case of changes to the Work Specification, including risk management for
the changes.
• Ensuring that, prior to commencement of tow, a detailed passage plan is prepared and sent
to the OIM and Offshore Marine Representative for review and approval.

11.2.6 Offshore Marine Representative

•Operator’s representative during marine activities, ensuring to follow up operator’s interests.

•Present operators HSEQ requirements during briefs, safety meetings and ensure compliance
during operations.
• Coordinate and supervise all marine activities involved in the mooring operations.
• Liaise between operator and all involved parties during operations.
• Give advice to involved parties during operations.
• Ensure that work specification, rules and regulations, including operator’s requirements are
met in the operations.
• Notify involved parties about the ongoing operations (cable owner/ subsea asset owner/
authorities/ vessels/ MOU/ base/ sub-contractors) in cooperation with operator.
• Contact point between all involved parties offshore and reports to operator.
• Alert operator about accidents, incidents and near misses or if any requirements are not met.
• Ensure mooring is conducted in compliance with the work specification and mooring analysis,
verify line length, final anchor position and, if applicable, anchor penetration during prelay.
• Responsible for providing all required documentation to operator e.g. daily reports, tension
declaration to achieve approved mooring according to regulations.
• Onboard the MOU, the Offshore Marine Representative reports to Operators representative
regarding the ongoing operations.
• Authorized to approve exemptions to anchoring work specification previously agreed, if
conditions on-site make such exemptions reasonable and the protection level against
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damage to any assets remains unchanged. The change to be made should not compromise
the result of the mooring analysis and final authority approval. Exemptions shall be agreed
with the involved parties, documented according to work specification and the operator
informed prior to such change.
• Ensure that vessel Masters are carrying out a proper review of the Work Specification, i.e.
SJA/TBT, crew-list.
• Verify stability calculations received from vessel’s Master prior to commencement of
operation.
• Execute debrief on completion of operation in order to capture lessons learnt for
implementation during future operations.

11.2.7 ROV Supervisor

• The ROV Supervisor is responsible for the safety of the ROV and ROV personnel during
operations, and reports to vessel Master.
• Ensure that ROV crew is familiar with the work specification.
• Ensure that all necessary spare parts are onboard at all times.
• Shall be responsible for the maintenance of the ROV.
• Responsible for ensuring that the ROV is deployed and recovered within its limitations and
capacities with regards to weather and any other limitations.
• Ensure the relevant video recordings are safely stored and delivered to the Offshore Marine
Representative upon completion.

11.2.8 Equipment Supplier

• Verify that all equipment delivered is loaded according to the requirements of the work
specification.
• Ensure that all supplied equipment is certified and suitable for use.
• Ensure availability of any special equipment required to handle equipment offshore is in place
e.g. twist removal set, Allen keys, etc.
• Check and verify supplied equipment during mobilisation onto vessel.
• Supply equipment manufacturer guidance for correct equipment handling.
• If represented offshore: Ensure line drawings are prepared and sent to OIM and Offshore
Marine Representative for verification.
• Prepare and send equipment manifests and load lists.
• Verify condition of supplied equipment during demobilisation from vessel.
• Record and report any damage to equipment during operations.

11.2.9 Survey and Positioning Supplier

• Ensure the correct coordinate reference system is used.

• Perform system setup and checks of the navigation system prior to operation.
• Responsible for visualizing data showing the position of the unit and Vessel and, if needed,
any other attending vessels at all time during the operations.
• Ensure high accuracy and precision is maintained during the entire operation.
• Ensure that all relevant field data, especially with respect to pipelines, umbilical and subsea
equipment, is displayed on the navigation screen as appropriate.
• Maintain detailed logs of the operations.
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• Calculate catenaries of the mooring lines, if required.

• Monitor vessel positions and inform vessel Masters and operator’s Offshore Marine
Representative of any deviations to plans, e.g. deviation in mooring line bearing and distance.
• Ensure interface with ROV and perform USBL position verification towards known location,
if applicable.

11.3 Preparations
A detailed written Work Specification should provide all necessary detailed information for the
proposed operations.
It should contribute to providing a common understanding of the operation and should outline
framework conditions using images, animations, organograms and diagrams where possible. It is
intended for use during the planning, execution, verification and demobilisation of the operation.

11.3.1 Contents of Work Specification

The Work Specification should include, but not be limited to, the following information:
1. Identification of key roles and responsibilities, including contact details.
2. Define HSEQ expectations and reporting requirements by all parties. ( Reference should
be made to GOMO Chapter 4 relating to risk management process.)
3. General Information
- Weather criteria.
- Time estimate for each phase of the operation.
- Requirements for vessels.
- Details regarding AH equipment.
- Details of weather forecast.
- Communications (e.g. VHF & UHF, and tel. nos. to rig, vessels, base).
- Additional personnel requirements.
4. Information on MOU
- Main data (e.g. type, year of construction, length, width).
- Mooring system (e.g. number of lines, chain/wire type and length, anchor type/weight).
- PCP length, dimension, socket type and any chain tails (both ends).
- Design and SWL of towing gear.
- Various propulsion systems (size and type of thrusters, DP capabilities of MOU).
- Draft of the MOU (transit draft/operational draft, survival draft).
- Contact details (vessels and MOU).
5. Field Information
- Position, water depth, and sea bottom conditions. (Datum used in coordinates shall be
clearly stated).

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- Details of stand of location, if applicable.

- Maps showing infrastructure (e.g. pipelines and templates).
6. Mobilization and Equipment Lists for AH Equipment
- Mobilization port - base.
- Mooring equipment lists including spare equipment.
7. Vessel Requirement and Capabilities.
The requirements must coincide with the operator's requirements
- Bollard pull.
- Tugger wires and working wires (e.g. number, dimension).
- Winch capacity (e.g. pull, drum capacity, diameter and number of drums).
- Chain Cabelar, number and dimensions.
- Chain lockers, number and capacity.
- Secondary winches, number and capacity.
- Deck capacity.
- Guide pins/shark jaws/Karm forks.
- Requirements related to wire terminations.
- Stern roller: single or double.
8. MOC process.
9. Identify and set trigger and hold points which determine operation start /stop / hold or Risk
Assessment.

Examples of trigger Point:

• Significant sea height reaches XX metres1
• Wind velocity reaches XX knots1
• Current velocity reaches XX knots or adversely impacts on operations
• Reduced Visibility
• Unexpected loads experienced either by any Vessel or the MOU
• Mooring equipment problems
• Any technical problems aboard any Vessel or MOU
• Any technical faults with the survey equipment
• If at any stage there is any doubt about being able to maintain the clearance between the
deployed chain or wire catenary and any sub-sea asset

1
Significant sea height, wind and current velocities to be determined by operational considerations or risk management.

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Examples of hold point:

• Prior to recovering Secondary Moorings
• Prior to recovering Primary Moorings and Going on Tow
• Prior to entering safety zone at destination location
• Prior to manoeuvring / mooring operations at destination location
• Prior to running secondary moorings
• Prior to moving along side or over another structure
• Prior to commencing simultaneous operations

10. Show clearly the order of work and method to be utilised.

11. ROV survey requirements, where applicable.
12. Maximum calculated loads and dynamic tensions likely to be experienced by any vessel
during the course of operations.
13. Detailed drawings of the following:
a. Anchor pattern.
b. Each stage of operation when moving off or onto location, if required.
c. Make up of mooring lines, including any extra equipment in use. Details of lengths and
connection types are to be included.
d. Catenary calculations for relevant stages of the operation.
14. Proposed route plan.
15. Manufacture’s recommendations for use and handling of mooring equipment.

11.3.2 Pre- Operation Meeting Onshore

The pre-operational meeting onshore should be held well in advance of the commencement of
operations. A Preliminary Work Specification for MOU move should be available and reviewed by
all relevant parties.
The Operating company shall ensure that minutes from the meeting are recorded and distributed
accordingly. Any actions or requirements shall be distributed with a responsible person for each
action and due dates for closing out the actions. All Actions shall be closed prior to commencement
of operation.

11.3.2.1. Participants
Appropriate personnel should be made available for this meeting and may include the following:
1. OIM or MOU designate either in person or participating remotely (Tow Master, if applicable).
2. Representatives from MOU owner operations department.
(Note that in some jurisdictions the MOU Safety Delegate may also be required to attend).
3. Onshore and Offshore supervisor for operating company.
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4. Onshore logistics representative from operating company.

5. Offshore Marine Representative/Coordinator/Superintendent from operating company.
6. Representative from navigation positioning/survey company or contractor.
7. Operating company’s navigation/positioning/survey representative.
8. Representative from owner/operator of any third parties having interests in the vicinity of
proposed operations.
9. Representative of Owners or Masters of the vessels involved, if on charter at time of meeting
or where options exist for later employment.
Alternatively, vessel representatives and crew may be thoroughly briefed in the operation at
a later stage, prior to commencement.

11.3.2.2. Meeting Agenda

As a minimum the agenda of the Pre-Operational meeting should include, but not be limited to:
1. Confirmation of responsibilities and authorities.
2. Review Work Specification.
3. Confirmation that onshore pre-move HIRA has been completed, with outcomes available for
discussion during the meeting.
Note: If this is not the case, the HIRA should be included on the agenda.
4. Confirm who is to provide weather forecast data, wave, tidal stream and current data. It is
recommended that two independent weather forecasters are available for the entire
operation.
5. Confirm the anticipated loads which may be experienced by vessels are included in the Work
Specification.
6. Confirm positioning equipment and positioning personnel.
7. Determine logistics needs, for complete Work Specification.
8. Confirm all equipment to be utilised is available, has been confirmed fit for purpose by
inspection and certified.
9. Review of Risk assessments for operation and transfer of experience.
10. Weather and environmental limitations and definition of operational criteria, review and set
trigger/hold points as required.
11. Navigational data and references are confirmed.
12. ROV inspection requirements, where relevant.
13. Review details of anchor pattern and mooring equipment inclusive of maximum calculated
loads and dynamic tensions and any pre-tensioning requirements.
14. Pre-lay of anchors, if applicable.
15. Vessel requirements; manning, quantity and technical specifications.
16. Manning on MOU.
17. Anticipated duration of each phase of the of operation.
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18. Contingency plans and equipment.

19. Equipment lists for the individual vessel(s).
20. Sea bed and soil conditions, with special attention towards vulnerable natural seabed
resources and infrastructure.
21. Communication lines, and contact details.
22. Lessons learned from previous operations.
23. Move vessel and MOU operational equipment general guidance.
24. Expected commencement date of the operation.

11.3.3 Vessel Preparations

11.3.3.1. Towing and Anchor Handling Equipment Register

In addition to maintaining its own statutory requirements, it is recommended that a vessel specific
towing and anchor handling equipment register is maintained to record the status of certification,
maintenance, and condition of equipment.
The register should include, but not be limited to, all wires, chains, joining links and segments that
might be used during anchor handling- and towing operations. These records should always be
maintained and kept up to date.

11.3.3.2. Inspection of Equipment

It is considered as “best practice” that all anchor handling and towing equipment is inspected after
each use; particularly wires used in the course of operations should be inspected regularly.
Records of inspection should be included in the register with actual condition.

11.3.3.3. Preparations for Operations

During any operation, as a minimum, the following should be in place:
1. All equipment to be maintained and operated in accordance with manufacturer’s instructions.
2. Oxy-Acetylene or similar cutting gear, with adequate consumables to be available, prepared
and tested for immediate use.
3. Operational mechanical stoppers or similar means to safely and effectively secure wire
pennants, recognising likely loads on the wire and the load-bearing capacity of termination
used.
4. Vessel equipment e.g. chain lockers, Chain Cabelar, storage drums are set up in accordance
with the requirements of the work specification.
5. Prior to commencement of loading all restricted areas and open hatches are cordoned off.
6. Alloy ferrule terminations are not considered suitable and should not be used. (add to best
practice)

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Note: Care must be taken when opening wire coils, particularly pennant wires, as coils springing
open following release of securing bands may cause injury. Turntables should be used.
Vessel crews should ensure that stowage of anchors and equipment should be secured in the
course of operations and alert to the risk of movement when securing arrangements are released.
Certain types of anchor are inherently unstable and may fall over due to vessel movement.

11.3.4 MOU Preparation

11.3.4.1. Mooring winches, Towing gear and Anchor Handling Equipment

Mooring winches, Towing gear and Anchor Handling Equipment Register should be kept updated in
accordance to the company’s procedure.
In addition to maintaining its own statutory requirement, it is recommended that the MOU’s
equipment register is maintained to record the status of certification, maintenance, and condition
of equipment.

11.3.4.2. Inspection and Testing of Equipment

It is considered “best practice” that all anchor handling and towing equipment is inspected after
each use, particularly wires used in the course of operations should be inspected regularly.
Records of inspection should be included in the register with actual condition.
Mooring winches should be tested prior to commencements of the operation.
Verification should be made that mooring winch readings are correct. This should be done prior to
commencement.
All wire slings and correct adaptors should be connected to PCPs prior to commencement of
operation.
Testing of emergency release, including deluge system, should be performed on completion of the
mooring operation.

11.4 Execution phase

11.4.1 Mobilisation and Demobilisation

11.4.1.1. Initial notification

Prior to Mobilization, the Call off for the operation shall be sent out by the Operator, Initial Notification
message.
As a minimum, this shall contain, but not limited to:
• Work Specification
• Loading list
• Details of mobilization port including on-hire time and ETA mobilization port
• Expected duration of work

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• Any additional personnel signing on for the operation

• Vessel details and contact information
• Weather forecast details and login
• Details on vessel brief
• Nominate one lead/HSE vessel
• ROV requirement
• Data card, App 3-A
• Details of Marine Assurance, if required
The Master shall accept terms of notification to operator and confirm vessel’s suitability in accordance
to the Work Specification.

11.4.1.2. Briefing of vessels and MOU

A representative for the rig owner and/or operator should go through the SOW in details. Intention
of the brief is to ensure that the rig and vessel crew has the full understanding of the operation and
the risk picture for the forthcoming operation. This should be taken into account when the unit and
vessel is reviewing the Risk Management Process prior to commencement of the operation.

11.4.1.3. Participants MOU

Recommended participants for this meeting should therefore include, but are not necessarily limited
to the following:
1. OIM and delegate (will normally act as Chairperson).
2. Tow Masters.
3. Offshore Supervisors for operating company.
4. Marine Representatives for operating company.
5. MOU Marine personnel.
6. Party Chief from navigation/positioning/survey contractor.
7. Representatives from owner/operator of any third-party interests if attending on board the
unit.
8. Any additional Owner/Operator personne,l as required.

11.4.1.4. Participants vessel

Recommended participants for this meeting should therefore include, but are not necessarily limited
to the following:
1. Master and delegate.
2. Chief Officer.
3. Marine Representative(s) for operating company.
4. Party Chief from navigation/positioning/survey contractor.
5. Equipment supplier.
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6. Personnel from Mobilization base.

7. Deck crew.
8. ROV personnel.
9. Additional personnel, as required.

11.4.1.5. Meeting Agenda

As a minimum, the agenda of the Pre-Operational meeting will include, but not necessarily limited
to the following:
1. Confirmation of responsibilities and authorities.
2. Confirm work specification and revision number in use is shared by all parties.
3. Confirm receipt of weather forecast data, wave, tidal stream and current data.
4. Confirm that the vessel Master has received details of maximum calculated loads for the
operation.
5. Confirm readiness of positioning equipment and personnel.
6. Review of schedule, logistics needs and notifications of interested parties or external
agencies.
7. Confirm state of readiness of Vessel, MOU and Equipment.
8. Confirm that onboard risk assessment for intended operations has been completed and
outcomes passed to Supervisors for inclusion in subsequent tool box talks.
9. Trigger and hold points set or confirmed.
10. Confirm ROV inspection requirements.
11. Confirm multiple vessel operations, if required.
12. Vessel roles and responsibilities, and sequence of operations to be confirmed.
13. Communication lines to be confirmed.

11.4.1.6. Loading of vessel

1. Toolbox Talk, part of the R/M process, between all parties involved in the loading of Anchor
handling equipment prior to commencement, including establishment of communication plan
for the operation.
2. Equipment should be loaded with attention to the sequence it should be used during
operation.
3. All equipment should be handled in accordance to manufacturers recommendation, ref.
App.11-B.

11.4.2 Notification
Where required, OIM or delegate, in cooperation with vessels and Offshore Marine Representative
or Tow Master, should notify to the appropriate National and local authorities, adjacent facilities
and to local operations as required as detailed in Work Specification.
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11.4.3 Pre-lay Operation

Pre-lay operations are the installation of anchors and bottom chains prior to the MOU’s arrival at
location. The pre-laid system may be buoyed off or laid down on completion of installation. The MOU
will be connected to the pre-laid system on arrival at location.
The pre-lay is a potential hazardous operation, with regards to high tensions and limited deck space.
It is of highest priority that the Clear Deck Policy is adhered to during the entire operation.

11.4.3.1. Deployment
The vessel shall position, at a safe distance from seabed infrastructure, ideally equal to or larger
than the water depth, before deploying the anchor. The vessel shall then begin to lower the anchor
towards the seabed.
When the anchor is approximately 10m from seabed, the vessel shall run in towards the proposed
anchor landing position, on DP, with ROV, (if available), following the anchor towards landing
position.
The vessel Master and Offshore Marine Rep to determine the position of anchor deployment based
on prevailing conditions and work specification. The Survey Representative to assist.
The anchor landing position should be equal to the expected drag length distance from intended
position. Distance to infrastructure to be considered.
The landing of the anchor shall be supported by ROV, if available, to ensure the following;
• The anchor has landed correctly.
• The anchor is correctly orientated.
• The anchor position is within the tolerances set in the work specification.
When the anchor is set, the vessel shall pay out the required chain/wire length and prepare to test
tension the anchor in accordance with the work specification.
Note: A bridle should be fitted to the stern of the anchor to assist in ensuring the correct orientation
during deployment.

11.4.3.2. Testing Anchor Holding Capacity and Anchor Position Verification

Once the chain is deployed, the vessel shall connect its tensioning swivel and work wire/Chain and
pay out according to the Work Specification.
The vessel shall perform the test tensioning according to Work Specification and mooring analysis.
The tension should be increased and decreased in a slow and controlled manner in order to achieve
the desired tension.
Once the desired tension has been reached, the Offshore Marine Representative shall confirm and
record this.
The Survey Representative shall take a position fix with chain end on stern roller to calculate the line
length and estimate the anchor position.
If the anchor position is out with the tolerance set in the work specification, check position using an
ROV. If it is still out with the tolerance, the anchor is to be recovered and re-set as per the Work
Specification.
The ROV should observe the anchor penetration.
Anchor final position shall approved by Offshore Marine Representative.
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Revision 1, October 2018

If the anchor line is buoyed off, a safe release method is recommended, see App. 11-B.

11.4.3.3. Dual vessel operation

If dual vessel operation is required to achieve the required tension, it is recommended to perform
the operation connected into the anchor line by delta plate in order to verify anchor holding capacity.
Note: Load sharing operations are not recommended and should be avoided, if possible.

11.4.3.4. ROV Operations

It is recommended to use ROV inspection during the pre-lay operation. The ROV will support the
following:
• The anchor has landed correctly.
• The anchor is correctly orientated.
• The anchor position is within the tolerances set in the work specification.
• Final position and penetration.
ROV support will give the operation a higher probability of a successful tension test.
Note: In soft soil the anchor may fully penetrate and therefore it is not possible to verify the final
anchor position. The use of a marker buoy placed on the chain approx. 50-100m from the anchor.
This will enable the ROV to verify the final anchor position.
In addition to the points mentioned above, the use of ROV shall be considered to ensure the
following;
• As left line survey including position of sub-surface buoyancy
• Verification of subsea infrastructure location prior to commencement of operations
• Mapping of protected species within the anchor pattern (where required)

11.4.4 MOU Move Operation

The MOU move is a potential hazardous operation, with regards proximity to the MOU, multiple
vessel involvement, limited deck space and high tensions.
The operations should be performed in accordance with the Work Specification.
Special attention should be paid to the following:
• A clear and defined communication plan shall be in place, and tested, as per the work
specification.
• Clear Deck Policy shall be adhered to during the entire operation.
• Close attention should be paid to the length and catenary of each mooring line and its relation
to the water depth and any subsea infrastructure, with due regard to cross track distances.
• The passing of the PCP is one of the most critical phases during the MOU move. It is
important to be prepared on the vessel deck and bridge. The same preparation should be
done onboard the rig, in the CCR, for the winch operator and crane operator prior to vessel
moving into final position.

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Revision 1, October 2018

Note: it is critical that the vessel is in direct communication with the crane and winch operators at
this stage.

11.4.5 Exchange of Information During Anchor Handling Operations

The MOU is required to monitor the following and report any relevant changes to the vessels:
1. Integrity of the unit.
2. Disconnection and recovery of towing connections and assemblies
3. Weather conditions and forecast weather window are suitable for operations.
4. MOU winch pay-out and recovery speeds.
5. MOU propulsion assistance.
6. Communications between MOU Cranes, Winch Operators, OIM and/or delegate and
Vessels.
Vessels are required to monitor the following and report any relevant changes to the MOU:
1. Integrity of the vessel
2. Alterations to heaving in or pay out speeds and changes to vessel heading and power.
3. Mooring catenaries and required clearances.
4. Dynamic forces.
5. Environmental conditions.
6. Condition of mooring and vessel equipment.
7. Deviations from work specification.

11.4.5.1. SIMOPS
Any Simultaneous marine operations within the safety zone shall be thoroughly risk assessed prior
to commencement.
Non-marine relevant SIMOPS should be identified and assessed towards the MOU move operation,
during the MOU move operation anchor handling activities should be given priority. All such
activities should be coordinated by the MOU’s personnel in charge and Offshore Marine
Representative.

11.4.5.2. Monitor Marine traffic

Marine traffic in the proximity should be monitored during all stages of the operation. The
requirement for assigned guard vessel should be decided prior to operations.
The tasks included may include, but not be limited to:
1. Monitoring and plotting of vessel traffic within proximity of the scene of operations.
2. Use all available means to warn vessels whose course is approaching the scene of
operations too closely which may result in risk to themselves or other vessels.

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11.4.6 Recovery of Anchor Lines

The recovery operations are hazardous and due regard shall be given to high tension, limited deck
space and that clear deck policy is adhered to during the entire operation.
High force is often required to break out pre-laid anchor systems, attention should be on reducing
the risk of damage to equipment and limiting the tow force used while breaking out anchor. It is
recommended to be patient and have sufficient length of chain and/or wire paid out so the
equipment is not subjected to damage caused by dynamic peak forces leading to equipment
damage.
Notes:
1. Special attention should be given when working in shallow water as any vessel movement
may result in dynamic forces, attention shall be on control of vessel position movement and
length paid out to avoid overload.
2. If breaking out anchors by use of chaser there is a possibility of damaging the PCP system,
work wire and anchor if the wire is overloaded whilst breaking the anchor loose from the
bottom.
Breaking out of the anchors using the shark jaws should be avoided, where possible, to avoid any
potential damage to the chain. The preferred method is to break out the anchor with the chain on
the vessels winch so that the tension can be monitored and controlled.
An ROV pick up system connected to the anchors bridle may preferably be used to break out the
anchor.
The tension, which during the above mentioned method is used on the wire, is dependent on
following circumstances:
1. Winch pull force, depending on the size of the winch and how many layers are on the
drum. If using one of the bigger winch sizes it is easily possible to exceed the breaking load
of the wire.
2. The vessel buoyancy combined with sea state forces in a sea may exceed the breaking
load of the wire by many times regardless of the capacity of the winch.
In the illustration below, 200 is the maximum break loose force.

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11.4.6.1. On Recovery to Deck

Best efforts shall be made to clean the anchor and chain during recovery using the vessels fire hose
or ballast system.
Once the equipment has been recovered and secured, it shall be inspected for damage. Any
damage shall be recorded and reported as required by the Work Specification.

11.5 Marine Operations - Tow

11.5.1 Introduction and planning of Tow

The Master of the towing vessel is responsible for the preparation of a detailed passage plan and
the subsequent safe navigation of the tow, ref. Section 12.2.3.3 of these Guidelines. The passage
plan should comply with COLREGS. Where appropriate, navigation warnings shall be broadcast by
the lead tug at regular intervals.
The passage plan must be carefully developed with regards to water depth, other offshore and
subsea facilities, and emergency locations or refuges which may be utilised if required.
Close attention should be paid to the length and catenaries of the tow wire and its relation to
environmental conditions, water depth and vertical clearance over any sub-sea assets in vicinity of
any location or whilst on passage.
The passage plan will be forwarded to the OIM on the unit and Masters on other towing vessels for
review/comment prior to the commencement of operations.

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Revision 1, October 2018

Where more than one vessel is utilised to tow the unit a lead tug will be nominated by the OIM. The
Master of this vessel will assume the responsibilities described above and shall also ensure that
the other vessels involved comply with the plans.
This does not, however, relieve the Master of any vessel from the responsibility of safeguarding the
safety of personnel and equipment on board own ship.
The transfer of command should be agreed via radio and the times logged by both MOU and the
lead Tow vessel. The towing operation will conclude when direction of the tow has been returned
to the OIM from the Master of the lead tow vessel
Manoeuvring operations on and off locations are directed by the OIM or OIM’s delegate.
Maximum tension whilst towing must never exceed 50% of MBL of weakest link in the assembly. It
is recommended to aim for tension utilization of 30% of the MBL to allow room for peak loads.
Winch tension controls, where available, may be set with the above recommendations in mind.
Marine operations are to be planned and procedures developed which are both safe and
practicable. The planning should follow well proven principles, techniques, systems and equipment
to ensure that acceptable levels of health and safety are met and thus prevent loss of life, damage
to the environment and economic loss.
Where new techniques or the extending of existing technology is proposed, these should also be
included within the planning process.
Tow routes should be surveyed and examined prior to the commencement of the operation. Ports
of refuge should be identified along the towing route that will serve as a ‘place of shelter’ for the
tow.
All planning should be based, wherever possible, on the premise that the operation is reversible
from an operational point of view.

11.5.2 Weather Forecasting

Weather forecasts should be obtained from a minimum of two reputable weather forecasters which
have detailed knowledge of the area in which the tow is to be undertaken.
The forecasts should be supplied at a minimum 12-hour intervals and contain forecasts for the next
48 hours with an outlook of the weather for the forthcoming 3 to 5 days period.
The forecasts should be supplied for a period exceeding 72 hours prior to commencement of the
tow.
A Means must be available on the lead tow vessel to receive weather forecasts via satellite or radio
communications.

11.5.3 Documents and Records

The lead tow vessel, as well as all other vessels undertaking the tow, should be supplied with all
relevant documented procedures relating to the operation.
The lead tow vessel shall keep an operational logbook in which any deviation from the approved
procedures are recorded as well as the route being followed.

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11.5.4 Tow Plan

A standalone Tow Plan should be provided when one of the following criteria are met:
• Anticipated tow time exceeds 24 hours;
• The tow route or make-up is of an unusual design;
• The client specifically requests the drafting of such a document.
The Tow Plan should be prepared to cover all normal, contingency and emergency aspects of the
tow operation.and shall be presented in such a manner that reduces repetitiveness and information
overload.
The manual should provide a set of procedures to be followed by all personnel engaged in the tow
operation. Details to be provided in the manual should cover the following aspects:
• A general overview of the tow.
• The route to be followed both main and alternative (where appropriate)
• Pilotage and arrival protocols
• Weather forecasting arrangements.
• Limiting environmental conditions.
• Details of the towing equipment used, identifying MBLs for all equipment in the critical
path.
• Details of emergency towing equipment and how it is deployed.
• Tow wire and catenary management.
• Contingency plans and arrangements
• Safety procedures.
• A list of relevant emergency contacts.
• Ports of refuge.
• Log entry details, reporting procedures.
• Organisation and communication details.
• Details of the vessels to be used.
• Details of the grillage and sea fastenings (if any).
• A ballast plan and stability and damaged stability calculations.

11.5.5 Escort Vessels

Where the unit being towed is either unmanned/non-self-propelled a suitable escort vessel meeting
the requirements of the designated tow vessel should be considered.
The escort vessel shall maintain a position close to the tow to allow the escort vessel to assist in a
timely and ready manner.
The escort vessel shall at all times be ready to pick up the emergency tow arrangement or assist
as required by the OIM or delegate.

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11.5.6 Emergency Tow Equipment

Emergency tow equipment shall be provided for all tow operations.
The deployment of the emergency tow arrangement shall be designed to be unhindered in the event
of the main tow bridle parting.
Where possible, the emergency tow line shall not be streamed for the duration of the tow.
Where the tow is unmanned, the designated tow vessel and the escort vessel shall have means of
remotely deploying the emergency tow line.
A drill/training exercise should be taken immediately ahead of the tow operation involving the
personnel who have a duty in deploying the emergency tow line. A substitute person should also
be included in the event of incapacitation.

11.5.7 Unmanned Tows

When tows are unmanned, no contingency action shall involve changing the status of the MOU.
For example, altering draft, use of thrusters, or any other action that requires personnel to board
the towed unit.
A suitable power supply must be fitted to allow nautical signalling lights to be fully operative in
accordance with the COLREGS.
The status of the towed unit, including draft, power status, and access, is to be confirmed by the
vessel Master prior to departure.

11.5.8 Exchange of Information During Towing Operation

The MOU is required to monitor the following and report any changes to the lead tow vessel:
1. Compliance with COLREGS on the unit, including lights and shapes on the tow.
2. Towing connections.
3. Weather conditions and forecasts.
4. Integrity of the unit.
5. MOU propulsion assistance, if relevant.
The Vessel is required to monitor the following and report any changes to the MOU:
1. Compliance with COLREGS.
2. Towline, particularly prevention of any chafing or friction. Either use towing sleeve, or
regularly adjust wire length.
3. On passage towing speed and heading.
4. Deviations from passage plan.
5. Adjustments to power output.
6. Total tow length and catenary profile in relation to water depth.
Note: If towing a MOU on anchor chains, the MOU may pay out chain to provide the optimum towing
catenaries.
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Revision 1, October 2018

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

11.5.9 Record of Towing Operations

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

11.6 Heading Control Operations

Heading control operations should be planned and executed in accordance with operator’s
requirements and procedures. These should be sent to the heading control vessel owner prior to
commencement of operation.
The vessel owner should revert with confirmation that they are able to meet the work specification
for the operation.
Use of survey and positioning equipment, onboard the unit and heading control vessel, is deemed
good practice.

11.7 Communications
Reference should be made to Chapter 6 of these Guidelines relating to Communications.
Communications in accordance with the Work Specification should be established and tested
between the MOU work stations, vessel bridge and deck crews and between the various vessels
involved in the operation.
During anchor handling activities, a common VHF radio channel should be designated for the use
by the MOU and all vessels involved in the operation. This channel should not be used for other
purposes whilst such activities are in progress.
Where several vessels are working together on the same operation, a specific communication plan
for that activity must be established which in particular ensures an effective and coordinated action
in the event of any unintended incident. It is recommended to dedicate 2 separate UHF frequencies.
1 for each side of the rig in order to reduce interference and possible misunderstanding.
Communication between vessel workstations where the Master and winch driver will be and the
anchor handling deck must be decided prior to the operation.
Dependent on vessel’s equipment and the operation concerned, the best means of communication
may be personal UHF radios with headset. Whichever means of communication is decided upon, it
should be thoroughly tested prior to starting the operation.

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Revision 1, October 2018

Note: Stoppages, planned and unplanned, in the unmooring or mooring operation should be
communicated to the vessels as early as possible. Information of the stop should be exchanged,
which should include an estimate of the period the stop will last. The vessels should use the
information to evaluate crew rest period. The possibility to stop generators and/or main engine for
reducing fuel consumption and carbon footprint should be evaluated.
Information regarding when operation is expected to continue should be updated, in order to enable
the vessels crew and generators/enginesto be ready when required.

11.8 Vessel Stability

The stability of the vessel is the responsibility of the Master and stability calculations shall be
performed prior to commencement of any anchor handling operation.
Stability calculations must consider the worst case and predicted scenarios which may occur during
and towards the end of a prolonged Anchor handling operation. The stability calculations should also
include, but not be limited to, loading of vessel, transit and discharging. This should consider
consumption of fuel and other consumables together with loading and deployment of wire, chain or
anchors.
Any specific conditions limiting the vessels stability (e.g. the use and limits of stability tanks, rig chain
lockers, minimum fuel requirements and free surface moment) are to be considered. The available
information shall show the maximum force in the wire/chain and the point where the lateral force is
assumed to be applied (towing pin/stern roller).
If a stability calculator computer is used, it must be verified and approved by Class/Flag.
Prior to anchor handling operations the result of the stability calculations shall be readily available
on the bridge. Result of the stability calculation should visualize the acceptable vertical and horizontal
transverse force/tensions which the vessel can be exposed to. GZ curve and a table of the tension/
forces which give the maximum acceptable heeling moment shall also be present.
Stability calculations should be able to demonstrate the acceptable vertical and horizontal
(transverse) tension to which the vessel can be exposed, considering the most unfavourable
conditions for transverse tension. The vessel’s maximum heeling angle is to be limited to one of the
following angles, whichever occurs first
(see Figure below):
· Heeling angle equivalent to a righting lever (GZ) value equal to 50 per cent of the maximum righting
lever
(GZ MAX);
· Heeling angle which results in water on the working deck (deck is calculated as flat);
· 15 degrees.

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Revision 1, October 2018

Special attention during anchor handling should be paid to:

• During deep water operations, the weight on the stern roller can be hundreds of tons, which
may be applied at a distance off the centre line according to the set-up of the towing pins.
This may increase the listing moments and stern trim, increasing the risk of a flooded deck,
e.g. from a breaking wave, which may result in a further temporary reduction in stability.
• Use of large rudder angles and thrusters may also decrease the vessel stability, especially
when working with a limited stability criteria, e.g. a large amount of thrust applied to the same
side as the vessel’s heel, which will increase the heeling.
• Normally, changes in the ballast condition should not be carried out during AH and Towing
operations, unless the operation requires a change in vessel condition. The effect on the
stability of any such change must be fully evaluated and risk assessed. Such changes should
be forwarded in accordance to the work specification.
• If roll reduction tanks are used during the anchor handling operation, stability calculations for
the tank optimally filled for roll reduction (maximum free surface moment) and a calculation
for full tank are to be reviewed by the Master and the crew prior to operation.
• The status of all watertight, weather tight doors and hatches should be maintained as set out
in the vessel’s operation manual. All such doors should be clearly signed to this effect.
Reference Documents
• HSE operations Notice #3,6 & 65
• HSE OSD 21 for jack ups
• Warranty certificate of towage approval

11.9 Guidance on Bollard Pull and Vessel Working Limits

Masters should be aware that bollard pull, as measured for the vessel’s certificates, in some cases
does not allow for the power used by deck machinery, thrusters and other consumers diverted from
the main propulsion.
Allowance for any reduction should be made when considering bollard pull available during any
operation.
For anchor break out operations, the values above may need to be exceeded. This must be risk
assessed and as agreed by all parties.

11.10 Winch operation: Emergency Release and Emergency Stop

To release excessive tension winches and mechanical stoppering devices are fitted with emergency
release mechanisms.
UNCONTROLLED WHEN PRINTED 11-27
Revision 1, October 2018

Maintenance and testing of these systems should be included as part of the planned maintenance
regime and satisfactory operation should be verified before any anchor handling activities.
The vessel’s crew must be trained and competent in the operation of the emergency release systems
in addition to being familiar with their reaction times and effect. Instructions giving information on
how to operate the emergency stops and releases should be readily available on the vessel.
The winches should be operated in accordance to vessel’s Ship Specific Anchor Handling Manual
and manufacturer’s instruction manual.
As a minimum, but not limited to, the following shall be displayed in the vicinity of the manoeuvring
and winch operator area:
• Instruction and effect characteristics for: Emergency operation of Winches
• Instruction and effect characteristics for: Emergency operation of Towing pins and Shark
Jaws.

11.11 Further Guidance for Particular Anchor Handling Operations

11.11.1 Considerations for Deeper Water

Anchor handling operations in deeper water carry significant additional hazards and these may be
location specific., though it is recognized that this is an arbitrary distinction, and any assessment of
what might be considered as “deep water” operations will take into account the capabilities of the
vessels supporting such activities.
However, any operations beyond the continental shelf should always be considered as deep water
activities.
Where deep water anchor handling operations are being planned additional factors should be taken
into account in addition to those involved in normal anchor handling operations: These include, but
are not limited to, the following:
1. Suitability of vessels for location specific operations, taking into account environmental and
other variables.
2. To minimize damage to work wire from joining shackles use longer continuous lengths of
work wire. Where joining is unavoidable to avoid damage use joining links rather than
shackles.
3. All wires to be spooled onto the drum under tension.
4. Use work wire swivels to avoid twisting damage from the inherent high loads of deep water
AH. Wires should be de-tensioned using suitable methods after use.
5. Swivels are used to avoid twisting damage in the wire when exposed to high tension. Swivels
are also used to reduce the risk of torsion building up in the wire. Such torsion could be
released when disconnecting work wire from PCP, with risk of serious injury to personnel.
6. Use of PCP chain tail in the shark jaws is particularly important in deep-water anchor handling
operations.
7. Buoys should not be “free launched” from deck but deployed in controlled manner to avoid
shock load damage.
8. Whilst deploying chain there may be a requirement for high tension to be used. Chain contact
with the gypsy should therefore be maximized to avoid potentially dangerous slippage. In
UNCONTROLLED WHEN PRINTED 11-28
Revision 1, October 2018

some circumstances, and where equipment is suitable, both gypsies may be used. Dynamic
braking or tension control arrangements should be used, if available.
9. Fibre ropes are frequently used in deep water mooring arrangements for a variety of different
reasons.
Note: Manufacturers’ guidelines for the use and handling of all equipment should always becomplied
with.

11.12 Reference of best practice

Examples of recommended good practice for the anchor handling systems referred to below can
be found in Appendix 11-B.
Good guidance relating to the handling and use of equipment is also available from the various anchor
and equipment manufacturers or suppliers.
1. Permanent chaser pendant (PCP).
2. Pennant Buoy System.
3. Working Wire/Chaser termination on vessel.
4. Piggyback system.
5. Chasing Pendant.
6. Buoy off prelaid mooring line – Safe Release.
7. Fibre Rope handling.
8. Operation – Fibre in Mooring Lines.

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Passage Planning and Navigation

Contingency/Emergency Towing Arrangements

Record of Towing Operations
 boats

craft
Revision:0611-1401

14 Further Information, References

14.1 Further Information

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

Table 10: Further Information

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

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

Rules for Planning and Execu-

DNV NO 1 Not available electronically
tion of Marine Operations

Emergency Response and

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

Emergency Response and

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

http://www.gl-nobledenton.com/
0013 Guidelines for Load Outs GLND UK 1
en/rules_guidelines.php

Guidelines for the Approval of http://www.gl-nobledenton.com/

0021 GLND UK 1
Towing Vessels en/rules_guidelines.php

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Table 10: Further Information

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

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

http://www.gl-nobledenton.com/
0027 Marine Lifting Operations GLND UK 1
en/rules_guidelines.php

Guidelines for Transporta-

http://www.gl-nobledenton.com/
0028 tion and Installation of Steel GLND UK 1
en/rules_guidelines.php
Jackets

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

0030 GLND UK 1
portations en/rules_guidelines.php

Guidelines for Moorings (In http://www.gl-nobledenton.com/

0032 GLND UK 1
course of preparation) en/rules_guidelines.php

MGN Location Moves of Self Elevat- http://www.gl-nobledenton.com/

GLND UK 1
13-2 ing Units en/rules_guidelines.php

MGN Location Moves of Semi Sub- http://www.gl-nobledenton.com/

GLND UK 1
14-2 mersible Units en/rules_guidelines.php

http://www.gl-nobledenton.com/
Role of the Warranty Surveyor GLND UK 4
en/rules_guidelines.php

Guidelines for Pipeline Op-

erators on Pipeline Anchor HSE UK 2,3 http://www.hse.gov.uk/offshore/
Hazards index.htm

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

index.htm

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

index.htm

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

HSE UK 3
Guidance) index.htm

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

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

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

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

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

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

HSE UK 2
- 040 Rescue index.htm

Effects of Weather on Per-

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

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Revision:0611-1401

Table 10: Further Information

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

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

Effects of Weather on Per-

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

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

RR 049 HSE UK 2
Transit index.htm

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

RR108 HSE UK 2
Daughter Craft Crews index.htm

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

index.htm

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

HSE UK 3
of Understanding index.htm

The Selection of Vessels of

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

Guidelines for The Design and

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

A Guide to Dynamic Position

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

The Training and Experience

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

Safety Interface Document for

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

Check List associated with M

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

Review of Use of Fan Beam

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

Standard Report for DP Ves-

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

Guidelines for the Use of

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

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Table 10: Further Information

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

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

Common Marine Inspection

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

Guidelines for Quality Assur-

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

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

International Guidelines for

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

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

Inspection Checklist for Small

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

Guidelines for Operational

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

Wire Rope Integrity Manage-

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

Guidelines for the Transfer of

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

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

A 893, Guidelines for Passage Plan-

IMO 1
Annex 25 ning

Safety of Towed Ships and

MSC 494 IMO 1
Other Floating Objects

Guidelines for Vessels with

MSC 645 IMO 1
Dynamic Positioning Systems

http://www.dft.gov.uk/mca/
A Masters Guide to the UK mcga07-
MCA UK 2,3
Flag home/shipsandcargoes/mcga-
shipsregsandguidance.htm

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Table 10: Further Information

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

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

http://www.dft.gov.uk/mca/
MGN 280 Code - Small Vessels in Com- mcga07-
MCA UK 2
- 3(M) mercial Use home/shipsandcargoes/mcga-
shipsregsandguidance.htm

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

in the Cariage of Packaged mcga07-
MGN 282 MCA UK 2,3
Dangerous Goods on Off- home/shipsandcargoes/mcga-
shore Supply Vessels shipsregsandguidance.htm

Dangerous Goods - Guid-

ance on the Backloading of http://www.dft.gov.uk/mca/
Contaminated Bulk Liquids mcga07-
MGN 283 MCA UK 2
from Offshore Installations home/shipsandcargoes/mcga-
to Offshore Supply / Support shipsregsandguidance.htm
Vessels

http://www.dft.gov.uk/mca/
MGN
mcga07-
XXX Ship to Ship Transfers MCA UK 2
home/shipsandcargoes/mcga-
(Draft)
shipsregsandguidance.htm

http://www.dft.gov.uk/mca/
Code of Safe Working Prac- mcga07-
MSCP 01 MCA UK 2,3
tices for Merchant Seamen home/shipsandcargoes/mcga-
shipsregsandguidance.htm

http://www.dft.gov.uk/mca/
MSN Hours of Work, Safe Manning mcga07-
MCA UK 2,3
1767 and Watch Keeping home/shipsandcargoes/mcga-
shipsregsandguidance.htm

http://www.dft.gov.uk/mca/
mcga07-
RNLI Rescue Boat Code MCA UK 2,3
home/shipsandcargoes/mcga-
shipsregsandguidance.htm

AHV, PSV HSE Inspection

MSF UK 1 www.marinesafetyforum.org/
Check List

Anchor Handling Manual Tem-

MSF UK 1 www.marinesafetyforum.org/
plate

Guidelines for Contents of

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

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

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

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Table 10: Further Information

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

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

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

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

SFF & NFFOGuard Vessel

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

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

Safety Measures for Anchor

Handling Vessels and Mobile NMD NO 2,3
Offshore Units

http://www.nogepa.nl/en/Home
/OliegasinNederland/
IG6 Safety Standby Vessels NOGEPA NL 2,3
Veiligheidgezondheid/
Industrierichtlijnen.aspx

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

Watercraft Guidelines OGP 2

Transfer of Personnel using

PGS 2
Small Boats

Bulk Hose Handling Guide- STEP

UK 2 www.marinesafetyforum.org/
lines CHANGE

Health and Safety Manage- STEP

UK 2,3
ment Systems Interfacing CHANGE

Guidelines for Anchor Han-

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

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Revision:0611-1401

Table 10: Further Information

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

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

UNCONTROLLED WHEN PRINTED 133

 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-A
Persons & Organisations Contributing to these
Guidelines

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APPENDIX 1 - A

PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

STEERING GROUP

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

Name Representing

Ole Steinar Andersen Statoil a/s

Gustav Bretton-Meyer Maersk Supply Service a/s

Terry Brown Gulf Offshore North Sea Ltd.

Mike Close* GL Noble Denton

Bjorn Inge Furuli Bourbon Offshore Norway a/s

Ane Heidema Total E & P (Nederland) B.V.

Iain Hepplewhite Gulf Offshore North Sea Ltd.

Andy Holt SBS Marine

Soren Jeppsen Maersk Drilling a/s

Per Sund Lindtner Seadrill Management

Fergus Mack Marathon Oil UK Ltd.

Neil Trier Madsen Maersk Supply Service a/s

Tor Ståle Moen ConocoPhillips Norge a/s

Stig Rabben DOF Management a/s

* Chairman

WORK GROUPS

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

Work Group 1 (Anchor Handling and Rig Moving Operations)

Name Representing

Terry Brown* Gulf Offshore North Sea Ltd.

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APPENDIX 1 - A

PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

Name Representing

Knut Idar Haugland** Statoil a/s

Iain Hepplewhite Gulf Offshore North Sea Ltd.

Soren Jeppsen Maersk Drilling a/s

Per Sund Lindtner Seadrill Management

Neil Trier Madsen Maersk Supply Service a/s

Stig Rabben DOF Management a/s

* Chairman

** Co-Opted

Work Group 2 (Competencies)

Name Representing

Ole Steinar Andersen Statoil a/s

Gustav Bretton-Meyer Maersk Supply Service a/s

Bjorn Inge Furuli* Bourbon Offshore Norway a/s

Ane Heidema Total E & P (Nederland) B.V.

Iain Hepplewhite Gulf Offshore North Sea Ltd.

Andy Holt SBS Marine

Neil Trier Madsen Maersk Supply Service a/s

* Chairman

Work Group 3 (Logistics and Supply Operations)

Name Representing

Gustav Bretton-Meyer Maersk Supply Service a/s

Mike Close* GL Noble Denton

Iain Hepplewhite Gulf Offshore North Sea Ltd.

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APPENDIX 1 - A

PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

Name Representing

Andy Holt SBS Marine

Fergus Mack Marathon Oil UK Ltd.

Kjetil Vea** Statoil a/s

Neil Trier Madsen Maersk Supply Service a/s

* Chairman

** Co-Opted

Work Group 4 (General Operations and Project Support_

Name Representing

Ole Steinar Andersen Statoil a/s

Terry Brown Gulf Offshore North Sea Ltd.

Ane Heidema* Total E & P (Nederland) B.V.

Andy Holt SBS Marine

Per Sund Lindtner Seadrill Management

Fergus Mack Marathon Oil UK Ltd.

Neil Trier Madsen Maersk Supply Service a/s

Tor Ståle Moen ConocoPhillips Norge a/s

* Chairman

SUPPORT SERVICES AND FACILITIES

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

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

ConocoPhillips Norge a/s Stavanger

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APPENDIX 1 - A

PERSONS AND ORGANISATIONS CONTRIBUTING TO THESE GUIDELINES

GL Noble Denton Aberdeen

Gulf Offshore North Sea Ltd. Aberdeen

Maersk Supply Services København

Marathon Oil (UK) Ltd. Aberdeen

Statoil a/s Bergen

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-B
Document Style and Structure

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GOMO APPENDIX 1 - B

DOCUMENT STYLE AND STRUCTURE

1 STYLE OF THIS DOCUMENT

The principles adopted in assembling this document are described below.

1.1 STRUCTURE

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

1. Principal guidance should be included in the main body of the document.

2. General guidance relating to all operations, particularly that relating to the

safe management of activities will be included in the early chapters of the
document.

3. Where possible, the information included in the document should follow the
flow of a typical voyage to and from an offshore facility.

4. Supporting information and / or procedures relating to specific operations will

be included as Appendices.

5. To facilitate citing of references from this document a maximum of 3

paragraph hierarchy levels has been used wherever possible.

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

1.2 NUMBERING CONVENTIONS

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

NN - YY

Where:-

NN = Chapter in which figure appears

YY = Figure number within the chapter

Thus:-

Figure 2 - 1 = First figure appearing in Chapter 2

Figure 2 - 2 = Second figure appearing in Chapter 2

This convention has been adopted to enable figures to be subsequently added or

removed with minimum disruption to numbering elsewhere in the document.

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GOMO APPENDIX 1 - B

DOCUMENT STYLE AND STRUCTURE

1.2.2 Appendices
Appendices are assigned an alpha-numeric designation as follows:-

NN - AA

Where:-

NN = Chapter to which appendix most relates

AA = Order designator within the NN sequence.

Thus:-

Appendix 9 - A = First appendix relating to Chapter 9

Appendix 9 - B = Second appendix relating to Chapter 9

This convention has been adopted for two principal reasons, as follows:-
1. The order of the appendices relates more closely to that of the main
document.
2. Further appendices can be added in the appropriate place at later dates
without causing major disruption to general structure of the document.
1.2.2.1 Figures in Appendices
Figures in Appendices are assigned a numeric designation based on the sequence
they appear in the relevant Appendix, as follows:-

NN - AA - XX

Where:-

NN - AA = Appendix Number as described above

XX = Figure number within the Appendix

Thus:-

Figure 12 - A - 1 = First figure appearing in Appendix 12 - A

Figure 12 - A - 2 = Second figure in Appendix 12 - A

This convention has been adopted to enable figures to be subsequently added or
removed with minimum disruption to numbering elsewhere in the document.

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

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-C
Hierarchy of Authorities

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GOMO APPENDIX 1 - C

HIERARCHY OF AUTHORITIES

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

GUIDELINES for OFFSHORE MARINE OPERATIONS

( )
Hierarchy of Authorities

INTERNATIONAL MARITIME ORGANIZATION

(IMO)
(See 1.1 below)

(See 1.2 below)

REGIONAL OR LOCAL AUTHORITIES

(See 1.3 below)

GUIDELINES for OFFSHORE MARINE OPERATIONS

(This Document)

FEED BACK
(See Appendix 1 - D)

(See 1.4 below)

Figure 1 - C - 1 - Hierarchy of Authorities

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GOMO APPENDIX 1 - C

HIERARCHY OF AUTHORITIES

1.1 INTERNATIONAL MARITIME ORGANIZATION (IMO)

This is the United Nations body supported by all major maritime nations and
responsible for international marine legislation which is then ratified by and included
in the statute books of member countries.

1. International Convention for the Prevention of Pollution from Ships

(MARPOL)

2. International Convention for the Safety of Life at Sea

(SOLAS)

3. International Convention for Standards of Training, Certification and Watchkeeping

for Seafarers
(STCW)

4. Maritime Labour Convention

(MLC)

2012

1.2 FLAG STATE

In addition to international regulations flowing from the IMO as described above the
state where the vessel is registered may have further, supplementary rules.

These are likely to include those developed by Classification Societies acting on

behalf of the flag state.

1.3 REGIONAL OR LOCAL AUTHORITIES

Compliance with legislation originating from IMO or the flag state is mandatory
wherever the vessel is operating geographically.

However, the authorities responsible for marine activities in its present trading area
may have further local requirements relating to, for example, such matters as
environmental measures, etc.

It is the responsibility of vessel Owners and Masters to ensure that all the above
requirements are understood and complied with at all times.

This document has been prepared on the understanding that this is indeed the case.

1.4 REQUIREMENTS

Each charterer may have specific requirements, both relating to general marine
activities or of a more particular nature should a vessel be taken on hire for any
specialised operation.

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GOMO APPENDIX 1 - C

HIERARCHY OF AUTHORITIES

or in any relevant project-specific procedures

It is the responsibility of the charterer to ensure that Owners and Masters are made
aware of any such specific requirements.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-D
Document Ownership and Management

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GOMO APPENDIX 1 - D

DOCUMENT WNERSHIP AND MANAGEMENT

CONTENTS

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

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GOMO APPENDIX 1 - D

DOCUMENT WNERSHIP AND MANAGEMENT

1 ORGANOGRAM
The organogram for the revision arrangements
is shown below.

GUIDELINES for OFFSHORE MARINE OPERATIONS

( )
& Future Revision Arrangements

& SPONSORS
( See 2.1 below)

NSA NOROGA NOGEPA DSA O&GUK UK CoS

MSF

PERMANENT
STEERING GROUP
(See 2.2 below)

CONTRIBUTORS
(See 2.3 below)

FEED BACK
(See 2.5 below)

ENDORSERS
(See 2.4 below)

WORK GROUPS
(See 2.5 below)

Figure 1 - D - 1 - Revision Process

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GOMO APPENDIX 1 - D

DOCUMENT WNERSHIP AND MANAGEMENT

2 PARTIES INVOLVED IN MANAGEMENT OF DOCUMENT

2.1 DOCUME RS

resources, including funding and other support services required for future revisions.

2.2 PERMANENT STEERING GROUP

The steering group will be a permanent establishment which will assess

requirements for future revisions of the document. The current steering group will
continue until permanent arrangements have been established.

It is presently anticipated that the document will be reviewed on a tri-annual cycle.

Outwith any revision period the steering group will convene every six months, the
dates and venues to be mutually agreed.

Such assessments will normally take into account the following:-

1. Period of time since last revision

2. Outcomes or implications of any major incidents.

3. Outcomes or implications of any major changes in technology or operational

practices.

4. Outcomes or implications of any major changes in legislation

Between revisions the group may choose to prepare interim supplements to the
document should any matter be considered to be of significant interest and may, of
course, elect to call forward the next revision should this be thought necessary.

Each sponsor may appoint one member of the group, subject to a quorum of not
less than four persons.

The term that any member may serve on the group will be limited to a period of 2
years. Individuals may be re-appointed for 2 further periods of 2 years, making a
total of 6 years in all. Such re-appointments are to be endorsed by all document
sponsors.

However, it should be noted that in the initial stages 2 members of the group will be
limited to a term of 2 years and a further 2 will be limited to a term of 4 years. Such
arrangements will be necessary to ensure on-going continuity in later years.

The members of the steering group will appoint the Chair, who will normally serve
for a period of 2 years. On appointment, the Chair will take contact with all of the
document sponsors and discuss their particular concerns or expectations for the
next 2 years.

Appo
organisation. Should this change continuing participation in the steering group
should be re-assessed.

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GOMO APPENDIX 1 - D

DOCUMENT WNERSHIP AND MANAGEMENT

2.2.1 Temporary Arrangements to Ensure Continuity of Stewardship

As a temporary measure and to ensure continuity a core team of the steering group
responsible for preparing this document will retain stewardship of it until the
permanent arrangements described above have been established.

On establishment of these permanent arrangements procedures for the transfer of

stewardship will be agreed, and those members of the present steering group
included in the core team will stand down.

This sub-section will be deleted at the first revision of this document.

2.3 CONTRIBUTORS

Contributors to this document are anticipated to include those trade associations or

organisations having a particular interest in operations in support of the offshore or
marine renewables industries.

Whilst not part of the formal revision process their contributions will be invited and
they will be included in subsequent document review.

2.4 ENDORSERS

Endorsers of this document are anticipated to include contributors as described

above and also relevant government agencies or other trade organisations.

Where appropriate, endorsers may be invited to give permission for their logo to
appear on the document.

2.5 WORK GROUPS

The requirement for one or more work-groups to review or develop guidance relating
to any matter of particular concern will be identified by the steering group.

The terms of reference and objectives for each work group will be developed by the
steering group.

Each work group will normally be led by a nominated member of the steering group,
who may co-opt any other external expertise considered necessary to deliver the
objectives as described above.

The group leader will be responsible for keeping the steering group appraised of
progress or of any problems encountered which may adversely impact on the

On the delivery of its objectives to the satisfaction of the steering group the work
group will disband.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

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

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GOMO APPENDIX 1 - E

PREPARATION, FORMAT AND CONTENTS OF REGIONAL OR LOCAL SUPPLEMENTS

1 INTRODUCTION
It has been identified that in some instances additional guidance specifically relating
to operations within a particular region or national area of interest may be required.

As noted in Section 1.7 of this document the team responsible for it will not prepare
such regional or local guidance which should be seen as supplementary to it but in
the interests of ensuring consistency and minimising the risk of misunderstandings
by users will suggest some general principles which should be adopted in the
preparation of such guidance.

These principles are set out in this Appendix.

2 PREPARATION AND MANAGEMENT

2.1 PREPARATION

Guidance to be included in any regional or local supplements to this document

(GOMO) should be prepared by a SINGLE regional or national industry body, which
has the competencies and resources to do so.

It should relate to all marine activities undertaken in support of offshore operations

within the area to which the guidance relates.

It should not be prepared or viewed as specific requirements of a particular

Charterer or Operator, but should relate to all responsible for chartering or managing
vessels or other marine craft operating in the area.

The particular requirements of any Charterer or Operator should continue to be

addressed through the normal chartering process, as at present.

2.2 MANAGEMENT

The guidance referred to in this Appendix should be prepared and published as a

controlled document.

A process for review and revision at regular intervals as appropriate to the

circumstances relating to the area to which the guidance relates should be
established.

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GOMO APPENDIX 1 - E

PREPARATION, FORMAT AND CONTENTS OF REGIONAL OR LOCAL SUPPLEMENTS

3 STRUCTURE AND STYLE

It is suggested that documents which contain the guidance described in this
Appendix have the following contents:-

1. Area to which it relates, including maps and other aids.

2. Authorities controlling activities in the area, including contact details

3. Regional or industry bodies, including contact details

4. Sources for relevant local legislation.

5. Sources for relevant local official notices

6. Sources for other relevant local guidelines.

It is suggested that the information is included in the order it appears above.

Internet links to relevant sites should be included wherever possible.

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GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 1-F
Summary of Contents

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GOMO APPENDIX 1 - F

SUMMARY OF CONTENTS

SUMMARY OF CONTENTS OF THIS DOCUMENT

CONTENTS IN RELATION TO DOCUMENT REPLACED

As explained above it is intended that this be considered a new document, replacing

Rig Move Operati

However, to promote continuity a summary of the contents of this document,

together with a comparison of that which it replaces, is included below.

The numbers relate to the chapters in this document.

1 INTRODUCTION
General information relating to purpose and use of document, together with
protocols adopted.

Extensive references to appendices for further information relating to style and

structure, hierarchy of authorities and document management, together with the
regional supplements

2 ABBREVIATIONS AND DEFINITIONS

This chapter is self-explanatory and relates to material included in the former
document, updated as required.

3 RÔLES AND RESPONSIBILITIES

This chapter is self-explanatory and relates primarily to Section 2 in the former
document.

However, other references to roles and responsibilities also appear elsewhere in

that document which have been consolidated into this chapter.

4 OPERATIONAL RISK MANAGEMENT

Explanation of good practices in the management of risk on any vessel supporting
operations.

Similar information was included previously included in Sections 5 and 7 of the

former document but it was believed that these should be consolidated and
expanded to ensure clear guidance relating to all operations undertaken by or
onboard vessels supporting operations were included.

5 CERTIFICATION, TRAINING, COMPETENCY & MANNING

Explanation of the competencies recommended , both personal and as a team, on
board vessels supporting offshore operations.

It should be noted that these recommendations are in addition to and support any
requirements laid down in the STCW convention.

Extensive new material is included but also relates in part to Section 9 of the former
document.

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GOMO APPENDIX 1 - F

SUMMARY OF CONTENTS

6 OPERATIONAL COMMUNICATIONS & MEETINGS

This chapter is self-explanatory.

It relates in part to Section 3.3 of the former document though other references to
communications appear throughout it.

Section 2.3 of the former document has been transferred into this chapter.

7 OPERATIONAL BEST PRACTICE

Explanation of general best practice to be adopted on vessels supporting offshore
operations.

Whilst this chapter relates in general to Section 3 of the former document extensive
new material is included.

Recommendations relating to security have been included in this chapter.

8 COLLISION RISK MANAGEMENT

Explanation of best practice to be adopted by vessels approaching an offshore
facility (whether or not a safety zone has been established) maintaining station in its
vicinity or departing from the location.

Whilst this chapter relates principally to Section 3.3 and Appendix C of the former
document extensive new material is included.

9 LOGISTICS AND CARGO HANDLING OPERATIONS

Explanation of best practices to be adopted in the transportation and delivery of
containerised or other cargo items carried on deck to offshore facilities.

This chapter relates principally to Section 3 of the former document, but new
material is also included.

10 BULK CARGO OPERATIONS

Explanation of the best practice to be adopted in transportation and delivery of bulk
(dry or liquid) cargoes to offshore facilities.

This chapter relates almost entirely to Section 4 of the former document but
extensive new material has been added, including recommendations relating to
attendance of personnel on the facility whilst hose transfers are in progress, main
block operations and the transfer of noxious liquid products in the hours of darkness.

Section 18 of Appendix K in the former document has also been transferred into this
chapter.

11 ANCHOR HANDLING AND MOU MOVING

Explanation of best practices to be adopted on board both the mobile units involved
and supporting vessels in the course of moving from one location to another.

This chapter relates principally to Section 6 of the former document but extensive
new material has been included.

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GOMO APPENDIX 1 - F

SUMMARY OF CONTENTS

12 PROJECT SUPPORT OPERATIONS

This is a new section relating to a variety of offshore operations likely to require
marine support involving vessels.

Extensive references are made to guidelines prepared by other recognised industry

bodies.

Guidelines relating to response and rescue support are included, as is information

relating to the use of smaller craft on project-related activities.

13 EMERGENCIES
This chapter is self-explanatory.

Whilst it relates in part to Section 10 of the former document a more general; view
relating to primacies and the responsibilities for the various parties involved to
ensure that appropriate emergency response arrangements are in place is adopted.

14 FURTHER INFORMATION, REFERENCES

This chapter is self explanatory

APPENDICES

The appendices included in this document are summarised in the table below, which
also includes their relationship to those in the existing document.

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

Personnel and
1-A Organisations Contributing New
to these Guidelines

Document Style and

1-B New
Structure

1-C Hierarchy of Authorities New

1-D New
Management

Preparation, Format and

1-E Contents of Regional or New
Local Supplements

1-F Summary of Contents New

Examples of Platform,
3-A H
MOU Data Cards

Examples of Base Operator

3-B M
and Port Data Cards

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GOMO APPENDIX 1 - F

SUMMARY OF CONTENTS

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

Minimum Personal
4-A Protective Equipment, New
Typical Examples

Guidance on Operations in
7-A Environmentally Extreme New
Conditions

Safety Zone Entry Check

8-A D
List

Deck Cargo Plan, Typical

9-A G
Example

Transport of Tubular
9-B New
Cargoes

Guidance on Make-Up and

9-C New
Use of Tag Lines

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

10 - B Bulk Transfer Check List B

Bulk Hoses, Best Practice

10 - C K
Guidelines

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

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

10 - F Tank Cleaning Check List E

Section 5.1.2.3 of
10 - G Tank Standards
existing document

Guidance for the Content or

11 - A MOU Move and Anchor New
Handling Workscope

Anchor Handling Systems,

11 - B N
Set Up and Handling

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GOMO APPENDIX 1 - F

SUMMARY OF CONTENTS

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

Adverse Weather Criteria,

12 - A Response and Rescue New
Support

OTHER APPENDICES

(Existing Document)

Offshore Support Vessel

Now included in
Bridge Procedures at C
Chapter 8
Offshore Installations

Segregation Tables F Deleted

FPSO Specific Check List I Deleted

Communications with Now included in

J
Vessels Chapter 6

Hand Signals for Crane

P Deleted
Operations

Now included in
References Q
Chapter 14

Omitted - to be
National Addenda included in Regional
Supplements

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

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 3-A
Examples of Platform, MOU Data Cards

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GOMO APPENDIX 3 - A

EXAMPLES OF PLATFORM, MOU DATA CARDS

PRODUCTION PLATFORM, Example

Page 1

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GOMO APPENDIX 3 - A

EXAMPLES OF PLATFORM, MOU DATA CARDS

Page 2

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GOMO APPENDIX 3 - A

EXAMPLES OF PLATFORM, MOU DATA CARDS

MOU Example

To Follow

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

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

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GOMO APPENDIX 3 - B

EXAMPLES OF BASE OPERATOR AND PORT DATA CARDS

BASE OPERATOR DATA CARD, Example

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GOMO APPENDIX 3 - B

EXAMPLES OF BASE OPERATOR AND PORT DATA CARDS

PORT DATA CARD, Example

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 4-A
Minimum Personal Protective Equipment, Typical
Examples

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GOMO APPENDIX 4 - A

MINIMUM PERSONAL PROTECTIVE EQUIPMENT, TYPICAL EXAMPLES

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 7-A
Guidance on Operations in Environmentally Extreme
Conditions

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

CONTENTS

1 ENVIRONMENTALLY EXTREME CONDITIONS 2

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

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

1 ENVIRONMENTALLY EXTREME CONDITIONS

This Appendix relates to the following conditions:-

1. Air temperatures of less than -10º Celsius.

Please note, however, that navigation in ice is NOT included. Guidance in

this matter should be sought from other sources.

2. Air temperatures greater than +35º Celsius.

3. Safety-Critical Equipment in Environmentally Extreme Conditions

4. Operations in Extended Periods of Darkness

2 COLD WEATHER OPERATIONS (< -10º CELSIUS)

2.1 PERSONNEL CONSIDERATIONS

Working in cold weather environments has significant implications on human

capabilities, and unless proper precautions are made, these can be hazardous to a

performance due to working in cold climes,

1. Basic information on human performance and health hazards when working

in cold conditions

2. Guidance for design or selection of clothing

3. Information that can be used to help generate cold weather operations safety
and operating procedures

4. Information that can be used to preserve the health of persons working in

cold environments

5. The information that follows is provided for those owners, or operators to

consider in the course of ship operation.

2.2 HUMAN RESPONSE TO COLD EXPOSURE

The core (trunk) of the human body should remain within a small temperature range
for healthy function. Excessive cooling or excessive heating will result in abnormal
cardiovascular and neurological function. The skin is the organ through which a
person regulates body temperature. With an average skin temperature of 33°C
(91.4°F), conductive heat loss occurs at temperatures below this value, therefore, it
is easy to see how cold weather performance can significantly influence normal
body function. As a person cools:

Metabolism is increased to generate more body heat as cooling continues a

a visible sign that body cooling has progressed
beyond a comfortable level. Increased metabolism will reduce the amount of time a
person can sustain work.

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GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

Safe manual materials handling tasks require the use of sense of touch, hand
dexterity, strength, and coordination. Decreases in the ability to produce force,
exhibit fine control over objects, and sustain muscular work loads occur in cold
working environment.

Work in cold environments is related to an increased risk for musculoskeletal injury.

Motor function impairments of the arms and hands will occur long before cognitive or
hypothermic-related disabilities occur. Impaired cognitive performance will lead to
poor decision-making and increased risk for accident.

Persons suffering from arthritis or rheumatism will generally experience increased

levels of pain during cold weather operations.

2.3 WIND CHILL EFFECT

Wind chill is the perceived decrease in air temperature due to the flow of cold air
over the body.

Heat is lost from the human body through a variety of processes, including
convection, conduction and radiation. In still conditions the air immediately next to
exposed skin heats up forming an insulating boundary layer. Air movements disrupt
this boundary layer, allowing new, cooler air to replace the warmer air immediately
next to the skin, resulting in the apparent cooling effect. This effect is accentuated
as the wind speed increases.

The effects of wind chill are illustrated in the diagram below.

WIND CHILL INDEX

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

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

(after JAG/TI and DNMI)

Figure 7 - A - 1 Wind Chill Index

Colour coding in Figure 7 - A - 1 relates to the potential for onset of frostbite in

exposed skin, as follows:-

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

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

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

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

2.4 EFFECT OF COLD EXPOSURE ON COGNITION & REASONING ABILITY

Tasks requiring vigilance may be hampered after prolonged exposure to cold.

Decision verification procedures should be implemented.

Cold weather operations, coupled with other physical distracters, such as noise or
motion environments, will influence the quality of perception, memory and reasoning
and compound the risk of decision-making error.

2.5 HEALTH HAZARDS RELATING TO COLD EXPOSURE

The list of potential injuries and issues for occupational work in cold environments is
lengthy. Personnel should have adequate training to enhance preparation for work
in cold environments. Proper planning and precaution can deter the potential risks of
cold work.

2.5.1 Hypothermia
Hypothermia is a rapid, progressive mental and physical
warming mechanisms failing to maintain normal body temperatures.

While hypothermia is often associated with immersion in cold water, it can also
occur in air when suitable cold weather protection is not employed. Conditions of
extremely low dry-ambient temperature or mildly cold ambient temperatures with
wind and dampness can lead to a general cooling effect on the body. If metabolic
heat production is less than the gradient of heat loss to the environment
hypothermia becomes an issue.

2.6 MONITORING ENVIRONMENTAL CONDITIONS

Working in cold environments requires an understanding of the interaction between

ambient temperature, wind speed, relative humidity, personnel protective equipment
and task being performed. In order to limit the risk during operational activities due
to cold stress and further prevent local cold injuries and general freezing, specific
preventative measures should be evaluated and introduced during the planning and
execution of the daily work activities.

Climatic metrics such as temperature, wind speed, and humidity should be regularly
monitored in the locations where outside work is to be performed. Of primary
importance is a regular reporting of the wind chill or equivalent temperature.

Regular communications should be maintained regarding allowable time to work

outside. Indoor personnel should regularly monitor outside workers so best work-to-
rest/warming schedules are maintained.

2.7 CLOTHING AND PERSONAL PROTECTIVE EQUIPMENT

For appropriate protection/isolation against cold climate conditions, adequate

clothing should be selected and used onboard during cold periods. Such optimal
clothing should be able to mitigate water and humidity during work and at the same
time insulate sufficiently to maintain thermal comfort during rest. The insulating
effect of the clothing is influenced by different factors including temperature, wind
and humidity.

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

Specific guidance is to be provided covering:

1. Hand Protection

2. Head and Eye Protection

3. Foot Protection

2.8 NUTRITIONAL CONSIDERATIONS IN COLD CLIMATES

The added weight of protective clothing and the limitations in mobility created by
protective equipment will increase the mobility demands of the operator, thus
increasing the metabolic needs for a given task.

2.9 WORKSTATION DESIGN AND OPERATIONAL CONSIDERATIONS

An analysis of outdoor work situations should be performed early in design/layout

development, and should be updated when design changes are made that will

Outdoor operations analyses (an examination of the tasks to be carried out in cold
conditions) should be carried out for open work areas and semi-open work areas.
The objective of these analyses is to identify and remedy task performance issues
due to overall exposure to temperature, wind, icing and precipitation, including
investigation of the weather protection necessary to comply with exposure limits.

2.10 SAFETY SYSTEMS

Cold environments present many significant challenges to the design and use of
emergency, evacuation, and rescue devices. Much of the hardware devised for such
use is designed for more temperate climates. Fire mains can freeze. Materials (such
as used in life vests) become brittle. Working devices (such as sheaves, blocks, and
davits) can freeze in place refusing to move.

2.11 FIRE FIGHTING EQUIPMENT

Significant risks are associated with fire fighting equipment, the most significant
being the potential freezing of fluids in lines, thereby depriving crew of the use of the
firefighting systems.

Specific risks include:

1. Freezing of fire water hoses, piping, nozzles, etc.

2. Portable fire extinguisher storage may be obstructed or frozen

3. Fire dampers may freeze in the stowage position.

(generally closed in temperate climates)

Appliance types include lifeboats, life rafts, rescue boats, launching stations, ice
gangways, immersion suits, alarms, escape routes, and access routes.

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

2.12 HULL CONSTRUCTION, ARRANGEMENTS AND EQUIPMENT

Specific features which should be included when planning operations in cold

conditions include:-

1. Ballast Tanks.

Means must be provided to prevent freezing of the ballast water in tanks and
vents

2. Superstructure and Deckhouses.

External access to the navigation bridge windows is to be provided to

facilitate ease of cleaning. Alternating navigation bridge windows are
required to be heated.

3. Personnel required to perform external duties such as being a lookout when

underway, security at the gangway when in port, or being on deck during
loading operations are to be provided with a safe haven.

2.13 ICE LOADS ON DECKS

In particular, one of the potentially significant consequences for any ship in transit
through cold weather waters is the concentration of ice on deck.

2.14 SEA WATER SUPPLIES

During navigation and at port in ice-covered waters, attention must be paid to sea
water supplies for essential operational systems and safety systems. Sea water
supplies are needed for the ballast system, the cooling water system serving
propulsion machinery, main and emergency fire pumps supplying the fire and wash
deck system and the water spray system.

2.15 PROTECTION OF DECK MACHINERY, SYSTEMS AND EQUIPMENT

Generally, deck machinery and systems are not prepared for freezing temperatures.
Essential equipment and systems must be available at all times and in any
temperature conditions.

The lubricating oil and hydraulic oil used in rotating machines exposed to the
weather must be suitable for low temperatures.

3 WARM / HOT (> 35º CELSIUS)

3.1 ULTRA VIOLET PROTECTION, PERSONNEL

Personnel should be made aware of the risks associated with excessive exposure to
ultra violet radiation.

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

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

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

being exposed to excessive or extended radiation is minimised.

3.2 ULTRA VIOLET PROTECTION, EQUIPMENT

Certain items of equipment, including some plastics and ropes manufactured using
artificial fibres, will quickly degrade when exposed to intense ultra violet radiation,
leading to failure in use which may result in a dangerous situation developing.

Arrangements should therefore be made to protect such equipment form exposure

to radiation of this type.

It may be inevitable that equipment cannot be protected whilst in use, but every
effort should be made to provide adequate protection when not actually deployed.

3.3 PRECAUTIONS AGAINST INFECTION

Operations in certain tropical or equatorial parts of the globe may result in personnel
being exposed to the risk of contracting infections or diseases against which their
natural immune system will provide little or no defence.

Personnel should therefore be made aware of such risks and the measures to be
taken to minimise them.

Where appropriate, barrier arrangements, insect repellents and prophylactic

medicines should be provided. Personnel are to be instructed in their use as
required.

3.4 PRECAUTIONS AGAINST DEHYDRATION

Dehydration, with its associated risks, may be experienced by personnel engaged in

strenuous activities which result in increased perspiration.

Whilst this may occur in temperate climates this risk increases in tropical and
equatorial conditions, particularly since even minor levels of activity may give rise to
excessive perspiration.

Personnel should therefore be made aware of the risks associated with dehydration,
and sufficient drinking water should always be made readily available.

As described in standard medical reference sources urine colour is an easy way to

monitor an in . These should be consulted for further
information regarding this matter.

4 SAFETY CRITICAL EQUIPMENT IN ENVIRONMENTALLY

EXTREME CONDITIONS
Marine equipment, including that of a safety critical nature, is normally designed and
manufactured to operate within a temperature range from -10º to +35º Celsius.

Where there is any likelihood that vessels will be required to operate in conditions
outwith this temperature range it should be ensured that all elements of safety

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GOMO APPENDIX 7 - A

GUIDANCE ON OPERATIONS IN ENVIRONMENTALLY EXTREME CONDITIONS

critical systems are designed and manufactured accordingly, or are adequately

protected to ensure their continuing operability.

A programme of regular inspection and testing of safety critical systems when

operating outwith the normal temperature range should also be implemented to
ensure that such systems remain available if required.

5 OPERATIONS IN EXTENDED PERIODS OF DARKNESS

Operations in higher latitudes (north and south) in the winter months will be
undertaken in circumstances where the period of natural daylight is restricted or
absent altogether and will involve extensive use of artificial illumination.

In such circumstances due recognition should be taken of the risk that personnel will
experience depression or other adverse effects due to seasonal affective disorder
(SAD).

Clinical advice should be sought to identify the appropriate precautions to be taken

to minimise this risk.

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists
 GOMO Appendix 8-A
Safety Zone Entry Check Lists
Revision History

Revision Date Section Changes

Number
1 November All Transferred to new template
2021

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists

Contents

1 Check Lists for Vessels ................................................................................................................ 4

1.1 All Vessels, Arrival at Offshore Facility ................................................................................. 4
1.2 Vessels Engaged in Logistics Support.................................................................................. 5
1.3 All Vessels, Departure from Offshore Facility ....................................................................... 6
2 Check List for Offshore Facilities ................................................................................................. 7
2.1 All Vessels Entering Safety Zone.......................................................................................... 7
2.2 Vessels Entering Safety Zone for Logistics Support ............................................................. 8

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists

1 Check Lists for Vessels

1.1 All Vessels, Arrival at Offshore Facility
Vessel
Facility
Date & Time

Status
All Vessels Comments
Yes No
1 Environmental conditions acceptable for a safe operation
(including wind, sea, swell, visibility and current)
2 Limitations due to sea / weather condition
Safe approach / exit routes identified
3
Stand-off location identified
Confirm whether any simultaneous operations anticipated whilst
4
vessel is within safety zone
5 Confirm whether any prohibited zones are present at facility
6 Bridge and Engine room manned in accordance with GOMO
Communication established:
7 • VHF Channel(s):
• UHF Channel(s):
8 No hot work / smoking on deck within safety zone
9 Auto Pilot off
All manoeuvring and steering gear systems tested including
10
changeover between control positions and manoeuvring modes
11 Emergency manoeuvring system confirmed to be operational
12 Operating location confirmed with facility
13 Status of overside discharges confirmed with facility
Vessel to be manoeuvred to set-up position before changing
14 mode
(1.5 to 2.5 x ship’s length depending on whether in drift on or drift off situation)
Vessel operational capability reviewed / confirmed
15
(to include power, thrust, location, heading etc.)

16 Risk assessments for alongside operations reviewed/confirmed

(if working weather side, complete additional RA)
Facility to confirm readiness for vessel arrival and operation
17
(including no overboard discharge)
Manoeuvring mode during the operation to be agreed
18
(if DP mode vessel specific DP checklist to be completed)
On-going and/or planned activities within safety zone confirmed
19
between facility and any other vessel(s)
Further Check Lists to be Completed as Appropriate

Permission Received to Enter Safety Zone

Date Time
From Function
Name Name
Signature Signature
Position / Rank Position / Rank

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists
1.2 Vessels Engaged in Logistics Support
Is this Check List Relevant: YES / NO
(Mark as appropriate – if not relevant also cross out list)
Status
Vessels Engaged in Logistics Support Comments
Yes No
Proposed operations confirmed with facility
1 Discharge and back-load
(Cargo, bulks, fluids, etc.)
2 Anticipated duration of operations confirmed
Confirm discharge / back-load sequence with facility
1. Can stow be broken safely?
(adequate escape routes to safe havens etc.)
3 2. Any priority lifts?
(must not require “cherry picking” of stow)
3. Sufficient space for back-load except at last call?
(*see notes below)
Confirm any other activities which may occur whilst vessel is
4 alongside and connected to facility
(particularly any operations involving crane driver or deck crew)
Confirm availability of facility personnel and equipment
5
(particularly for any operations involving hoses)
Confirm whether any changes of working face will be required
6
(if so, move from one to the next to be planned accordingly)
Confirm whether any unusual lifts will be involved
1. Any main block lifts?
2. Any vulnerable / sensitive lifts?
7
3. Any lifts involving use of tag lines?
4. Any other unusual lifts?
(including long objects or not pre-slung lifts etc.)
Confirm readiness to commence dry bulk transfer operations
8 1. Is hose buoyancy adequate?
2. Has valve configuration been correctly set?
Confirm readiness to commence liquid transfer operations
1. Is hose buoyancy adequate?
9 2. Has valve configuration been correctly set?
3. If required, is illumination adequate?
4. If required, is additional monitoring in place?
Confirm whether vessel will be required to receive and back-load
10 wet bulk cargoes
(if so, confirm recent analysis report will be available prior to accepting cargo)

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

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists

1.3 All Vessels, Departure from Offshore Facility

Status
All Vessels Comments
Yes No
Vessel to be manoeuvred well clear of facility before changing
1 mode
(1.5 to 2.5 ship’s length depending on whether in drift on or drift off situation)

2 All controls set to neutral position before changing mode

Where practical, vessel to depart down weather or down current
3
from facility

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists

2 Check List for Offshore Facilities

2.1 All Vessels Entering Safety Zone
Status
All Vessels Comments
Yes No
1 Confirm anticipated working locations with vessel
Confirm status of facility, where relevant
2
(heading, movement, thruster use, etc.)

Communication established
3 • VHF Channel(s):
• UHF Channels(s):
Confirm that vessel is aware of any prohibited zones around the
4
facility
Confirm whether any simultaneous operations anticipated whilst
5 vessel is within safety zone
(nature and duration of any such operations to be advised to vessel)

Status of overside discharges to be confirmed and advised to

6
vessel
Vessel operational capability confirmed
7
(vessel to advise any concerns and/or operational limits)

Facility to confirm readiness for vessel arrival and operation

8
(including overboard discharges stopped where practical)

Vessel to advise proposed station keeping arrangements during

9 the operation
(if DP mode confirm proposed operational mode)

Confirm name(s) of any other vessel(s) attending facility

1. ERRV / SBV:
10
2. Vessel 1:
3. Vessel 2:

Further Check Lists to be Completed as Appropriate

Permission Given to Enter Safety Zone

Date Time
Name Name
Signature Signature
Position Position

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 GOMO Appendix 8-A
Safety Zone Entry Check Lists

2.2 Vessels Entering Safety Zone for Logistics Support

Is this Check List Relevant: YES / NO
(Mark as appropriate – if not relevant also cross out list)
Status
Vessels Providing Logistics Support Comments
Yes No
Proposed operations confirmed with vessel
1 Discharge and back-load
(cargo, bulks, fluids, etc.)

2 Anticipated duration of operations confirmed

Vessel to be informed of any anticipated delays during
3
operations
Confirm discharge / back-load sequence with vessel
1. Are there any priority lifts?
4
(must not require “cherry picking” of stow)
2. Has vessel sufficient space for back-load?
Confirm any other activities which may occur whilst vessel is
5 alongside and connected to facility
(particularly any operations involving crane driver or deck crew)

Confirm availability of facility personnel and equipment

6
(particularly for any operations involving hoses)

7 Confirm whether any changes of working face will be required

Confirm whether any unusual lifts will be involved
1. Any main block lifts?
2. Any vulnerable / sensitive lifts?
3. Any lifts involving use of tag lines?
8
4. Any other unusual lifts?
(including long objects or not pre-slung lifts etc.)
5. Has crane driver appropriate competency and experience?
(previous experience of lifts of this nature)

Confirm readiness to commence bulk transfer operations

9 1. Is hose buoyancy adequate?
2. Has valve configuration been correctly set?
Confirm readiness to commence liquid transfer operations
1. Is hose buoyancy adequate?
10
2. Has valve configuration been correctly set?
3. If required, is illumination adequate?
Confirm whether vessel will be required to receive any back-load
wet bulk cargoes
11
(if so, confirm recent analysis report will be available prior to cargo being
transferred to vessel)

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 9-A
Deck Cargo Plan, Typical Example

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GOMO APPENDIX 9 - A

DECK CARGO PLAN, TYPICAL EXAMPLE

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

Appendix 9-B
Transport of Tubular Cargoes

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

Best Practice Transport of Tubulars

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

CONTENTS

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

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

1 GENERAL

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

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

1.2 DEFINITIONS, IMAGES AND REFERENCES

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

Figure 9 - B - 1 Marine risers

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

Figure 9 - B - 2 Conductors ( )

Figure 9 - B - 3 Casing (Dimensions range from )

Figure 9 - B - 4 Drill pipe

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

Figure 9 - B - 5 Slip joint

Figure 9 - B - 6 Drill collars

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

Figure 9 - B - 7 Tubing ( )

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

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

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

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

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

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

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

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

3 PREPARATIONS BEFORE LOADING AT BASE

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

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

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

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

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

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

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

6 PREPARATIONS FOR OFFSHORE LOADING / OFFLOADING

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

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

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

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

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

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

8 LOADING TO VESSEL AT INSTALLATION

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

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

9 INTERRUPTED OFFLOADING / LOADING AT INSTALLATION

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

10 OFFLOADING AT BASE

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

11 LOADING OF TUBULARS ONTO PIPELAYING VESSELS

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

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

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GOMO APPENDIX 9 - B

TRANSPORT OF TUBULAR CARGOES

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

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

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

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

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GOMO APPENDIX 9 - C

GUIDELINES ON MAKEUP AND USE OF TAG LINES

1.1 DESCRIPTION

In certain circumstances light, soft lines may be used to assist in the handling of

It must be recognised that whilst such aids may assist operations their use does
introduce some additional risks, as described below.

1.2 RISKS

Additional risks associated with the use of tag lines include the following:-

1. Potential injuries from dropped objects as a result of personnel handling

cargo having to work in closer proximity to suspended loads than would
normally be the case.

2. Potential injuries resulting from personnel handling cargo being dragged

across the handling area through a heavy load rotating in an uncontrolled
manner and the tag line being fouled in limbs or clothing.

3. Potential injuries resulting from tag lines being secured to adjacent fixed
structures parting and whipping back as a result of a heavy load rotating in
an uncontrolled manner.

1.3 MITIGATION OF RISKS

1.3.1 Make-Up of Lines

1. Tag lines must be made up from single, continuous lengths of rope.
2. Apart from the knot attaching the line to the cargo, there must be no other
joints or knots in the line.
3. Tag lines must be of sufficient length to allow personnel handling cargo to
work in a safe position well clear of the immediate vicinity of the load. It this
regard it is recommended that the length of the line should be not less than
1.5 times the maximum height above the handling area at which the
arrangements will be used.
1.3.2 In Use
Whilst in use, precautions should be observed as follows:-
1. Tag lines are an aid to positioning the load when landing, and as such must
only be used when weather conditions would permit the lifting of the item
without the use of such arrangements. It must not be assumed that in
conditions more severe than this the use of tag lines will allow the operation to
be completed safely.
2. At all times personnel handling tag lines must work at a horizontal distance
from the load equivalent to its height above the handling area, maintaining an
angle between the line and the horizontal of not more than 45º.

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GOMO APPENDIX 9 - C

GUIDELINES ON MAKEUP AND USE OF TAG LINES

3. All sections of the line, including slack must be kept in front of the body,
between the handler and the load.
4. Where two or more persons are handling the same line, ALL must work on the
same side of the line. Any slack must be kept in front of the group.
5. Tag lines must be held in such a manner that they can be quickly and totally
released. They must not be looped around wrists, or other parts of the body.
6. Particular care must be taken when using tag lines whilst wearing gloves, to
ensure that the line does not foul the glove.
7. Tag lines must not be secured or attached in any manner to adjacent

on stanchions or similar structures and surging the line to control the load.
8. Where pre-installed lines are used consideration should be given to providing
personnel with boathooks or similar equipment to retrieve the lines without
having to approach the dangerous area in the vicinity of the suspended load.
An example of such circumstances would be when lines are attached to a load
on the deck of a vessel, the load being then transferred to an offshore
installation.

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

Revision History

Revision Date Section Changes

Number
1 December 1. Bulk Transfer Operations in References to “Avery Hardoll” and “Weco”
2022 Port connections used and replaced with type +
reference to appendix 10-E

Comment added regarding underwater vents

7 bar pumping pressure reference for fuel and

glycol changed to maximum agreed pressure

Comment added on regular volume checks

2. Bulk Transfer Operations at Comment added on hose flotation collars

Offshore Facility
References to “Avery Hardoll” and “Weco”
connections used and replaced with type +
reference to appendix 10-E

Comment added re crane operator availability

during transfer operations

7 bar pumping pressure reference for fuel and

glycol changed to maximum agreed pressure

Comment added on regular volume checks

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

Contents

1 Bulk Transfer Operations in Port ...................................................................................... 4

2 Bulk Transfer Operations at the Offshore Facility ............................................................ 6

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

1 Bulk Transfer Operations in Port

Base Vessel Notes

• Product to be loaded
Formulate & agree • Tanks to be used
cargo transfer plan • Load / discharge rates required / possible
between parties • Procedures for topping off tanks
• Procedure for emergency stops
• Stoppage of all external hot work and revocation of hot work permits if a
hydrocarbon-based product is being transferred

• Loading / discharge line and tank valves correctly set

• Correct hose(s) is fitted with appropriate coupling(s)
• Loading / discharge hose condition
• Moorings checked to effectively prevent strain on hose(s) from vessel
movements
• Sufficient hose deployment to handle worst case ranging of the vessel on the
quay
Pre-commencement
• Communication routine between all parties is established
checks
• Vessel’s tank level monitoring system is proven
• Watchperson with suitable communication equipment on duty at deck manifold
• Any relevant company safety checklists or dangerous goods safety checklists
are reviewed and signed off
• For hydrocarbons ensure:
o Appropriate hose connections as per appendix 10-E are fitted and used
o Scuppers are plugged and Hot Work permits withdrawn
• Pollution prevention equipment is in place as per SOPEP
• Drip trays, fire hoses, fire extinguishers, gas concentration test equipment and
explosimeter are provided at vessel hose/manifold/reception site
• “No Smoking” conditions are imposed
• Harbour/base operators emergency pollution procedures displayed

A deck officer and/or separate surveyor must ensure, and log, that tanks are ready
Prepare & for product and quantity to be shipped. Check:
inspect
1. Clean and empty
bulk tanks
2. Air distribution slides and tank access seals in good condition
Shipper double-checks bulk tanks onboard are prepared before commencing loading

• Type, quantity of product to be discharged and order of discharge

• Estimate pumping rate for each
Request • Length of warning/estimate of time required to stop
information • Whether stop will be initiated from vessel or installation/port operations
• Establish emergency stop procedure
• Confirm method of draining liquid bulk lines on completion of transfer

Connect hoses and set • Vent lines connected and line + tank vented to atmospheric pressure
lines • Check any underwater vents are correctly lined up to avoid water being drawn
in by vacuum

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

Start
pumping at
slow rate

All lines & • Check all system manifold connections for leaks
connections • Check product entering correct tanks
OK? Yes • For dry bulk transfers, use air purge first to clear lines, prove connections and
ensure a good vent is obtained

No
Cease
pumping

Fix problems

Full • During liquid loading manually check the level monitoring system, especially
delivery when loading to near capacity of individual tanks
rate • Pumping pressure may not exceed maximum pressure discussed at pre-
transfer checklist
• No more than requested quantity of bulk cargo should be discharged
• All parties to conduct volume checks at regular intervals

Reduce
Tank • As tank(s) are approaching full the loading rate should be reduced to top off
loading near full safely
rate

Complete

Set lines to drain back to • Use vacuum breaker if fitted to aid draining
vessel’s tank • Where suitable use crane to raise hose to aid draining
(except for potable water) • For dry bulk, use purge air to clear line

When hose disconnected

fit suitable cap / blank

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

2 Bulk Transfer Operations at the Offshore Facility

Installation Vessel Notes

• Product(s), quantities and sequence of discharge

• Estimated timings for each discharge
Agree cargo transfer • Tanks to be used and procedures for topping off
plan • Load/discharge rates required/possible and maximum safe working pressure
• Stoppage procedures – required advance warning, and time required to stop
• Pump control and emergency stop facilities
• Conformation lines can be drained back to vessels tank(s)

• Loading / discharge line and tank valves correctly set

• Correct hose(s) is fitted with appropriate coupling(s)
• Loading / discharge hose condition
• Vessel position keeping settled to prevents strain on hose(s) from vessel
movements
• Sufficient hose deployment to handle worst case ranging of the vessel
Pre-commencement • Sufficient number and positioning of flotation collars
checks • Communication routine between all parties is established
• Vessel’s tank level monitoring system is proven
• Watchperson with suitable communication equipment on duty at deck manifold
• Any relevant company safety checklists or dangerous goods safety checklists
are reviewed and signed-off
• Appropriate hose connections as per appendix 10-E are fitted and used
• Pollution prevention equipment is in place as per SMPEP
• Drip trays, fire hoses, fire extinguishers, gas concentration test equipment and
explosimeter are provided at vessel hose/manifold/reception site
• “No Smoking” conditions are imposed

Log all starting values for

bulk volume recording

Connect hoses and set

lines

Start
pumping at
slow rate

All lines & • Check all system manifold connections for leaks
Yes
connections • Check product entering correct tanks
OK? • For dry bulk transfers, use purge air first to clear lines, prove connections and
ensure a good vent is obtained
No

Cease
pumping

Fix problems

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

• Emergency shut-off valves manned throughout operation with permanent radio

contact between installation and vessel
Full • Crane is manned whenever hose is attached to crane hook
delivery • Crane operator to be readily available, contactable and nearby during bulk hose
rate transfer operations
• During liquid loading manually check the level monitoring system, especially
loading to near capacity of individual tanks
• Pumping pressure may not exceed maximum pressure discussed at pre-
Tank transfer checklist
near full • No more than requested quantity of bulk cargo should be discharged
• All parties to conduct volume checks at regular intervals

Reduce • As tank(s) are approaching full the loading rate should be reduced to top off
loading safely
rate

Complete

• Use vacuum breaker if fitted to aid draining

Set lines to drain back to • Where suitable use crane to raise hose to aid draining
vessel’s tank • For dry bulk, use purge air to clear line
(except for potable water) • When hose disconnected fit suitable cap / blank

Log all finishing values for

bulk volume recording.
(Compare records and resolve
any discrepancies)

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 Appendix 10-B
Bulk Cargo Transfer Checklist
 Appendix 10-B
Bulk Cargo Transfer Checklist
Revision History

Revision Date Section Changes

Number
1 December 1 Wet Bulk Transfer Checklists Specific gravity added to point 1 on checklists
2022 1.1 and 1.2

Range of tide comment added to point 6 on

checklist 1.1

Point 13 on checklist 1.1 updated to refer to

connection type table at Appendix 10-E

Comment added at point 9 of table 1.2

regarding flotation collars

Reference to “Master” changed to “Bridge

Team” at point 14 on checklist 1.2

Point 16 on checklist 1.2 changed from “close at

hand” to “readily available throughout transfer”

Point 4 of checklist 1.4 re monitoring of hose

position reworded

Point 6 added to checklist 1.4 re rate reduction

2 Dry Bulk Transfer Checklists “incompatible” added to point 1 of checklist 2.1

Specific gravity added to point 4 and 2 on

checklists 2.1 and 2.2

Purge rate added to point 9 and 4 on checklists

2.1 and 2.2

Point 15 of checklist 2.2 re monitoring of hose

position reworded

Point 16 on checklist 2.2 changed from “close at

hand” to “readily available throughout transfer”

Word “vent” added to point 2 of checklist 2.4

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 Appendix 10-B
Bulk Cargo Transfer Checklist

Contents

1 Wet Bulk Transfer Checklist ............................................................................................. 4

1.1 Pre-Start Checklist – PORT ...................................................................................... 4
1.2 Pre-Start Checklist – OFFSHORE ............................................................................ 4
1.3 Transfer Checklist – PORT ....................................................................................... 4
1.4 Transfer Checklist – OFFSHORE ............................................................................. 4
2 Dry Bulk Transfer Checklists ............................................................................................ 5
2.1 Pre-Start Checklist – LOADING ................................................................................ 5
2.2 Pre-Start Checklist – DISCHARGING ....................................................................... 5
2.3 LOADING Checklist .................................................................................................. 5
2.4 DISCHARGING Checklist ......................................................................................... 5

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 Appendix 10-B
Bulk Cargo Transfer Checklist

1 Wet Bulk Transfer Checklist

1.1 Pre-Start Checklist – PORT 1.2 Pre-Start Checklist – OFFSHORE

1 Type, quantity and specific gravity of 1 Type, quantity and specific gravity of
product(s) to be transferred, confirmed and product(s) to be transferred, confirmed and
MSDS available MSDS available
2 Allocate tanks to product 2 Order of discharge confirmed, if more than
one
3 Confirm transfer rate and max. allowable rate 3 Confirm transfer rate and maximum allowable
per product rate per product
4 Topping off procedure agreed 4 Emergency stop procedure agreed

5 Emergency stop procedure agreed 5 Tank changeover/topping off procedure

agreed
6 Hose(s) confirmed as fit for purpose and of 6 Confirm notice required to stop cargo
sufficient length. Tidal range to be considered
7 Hose(s) connected to correct coupling(s) 7 Confirm whether vessel or installation stop

8 Vessel moorings tensioned to limit movement 8 Slings and lifting arrangement satisfactory

9 Communications procedure established for 9 Hose(s) visually inspected and found suitable
transfer, including agreement on central Flotation collars, number and position to be
control point, i.e. bridge checked
10 Appropriate pollution prevention equipment 10 Hose(s) connected to correct coupling(s)
deployed as SOPEP
11 Scuppers plugged if hydrocarbons to be 11 Communications procedure established and
transferred agreed for transfer
12 All Hot Work Permits withdrawn if 12 Appropriate pollution prevention equipment
hydrocarbons to be transferred deployed as per SOPEP
13 Couplings / connections to be in accordance 13 Ensure lighting adequate for task in hand
with Appendix 10-E
14 Lines & valves set ready for cargo transfer – 14 One person from vessel appointed to sight
consider two-person check hose(s) and advise Bridge Team of position
15 Tank monitoring system proven 15 Lines and valves set ready for transfer –
consider two-person check
16 Watch established on manifold with suitable 16 Crane Operator and both installation and
communications in place vessel deck crews readily available
throughout transfer

1.3 Transfer Checklist – PORT 1.4 Transfer Checklist – OFFSHORE

1 All communications to be routed via control 1 Start transfer slowly until cargo confirmed as
point which should be vessel bridge entering correct tank(s)
2 Start transfer slowly until cargo confirmed as 2 If fuel to be transferred, line checked for leaks
entering correct tank(s) at start up
3 Volume checks conducted at regular intervals 3 Volume checks conducted at regular intervals
with receiver/provider with receiver/provider
4 All personnel involved in transfer in regular 4 Hose(s) position to be monitored at all times
contact whilst connected and bridge kept informed
5 Adequate warning given of tank changeover 5 Adequate warning given of tank changeover
etc.
6 Rate reduced for topping off 6 If tank be loaded near agreed max, consider
rate reduction

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 Appendix 10-B
Bulk Cargo Transfer Checklist

2 Dry Bulk Transfer Checklists

2.1 Pre-Start Checklist – LOADING 2.2 Pre-Start Checklist – DISCHARGING

1 No incompatible residue remaining from 1 Vessel settled in position and ready to
previous cargo and tank(s) dry receive hose(s)
2 Tank air distribution slides are in good 2 Type, quantity/weight and specific gravity of
condition product(s) to be transferred confirmed and
MSDS available
3 Tank access seals are in good condition 3 Appropriate tank(s) on vessel lined up and
ready for discharge
4 Type, quantity/weight and specific gravity of 4 Confirm transfer rate and max. allowable rate
product(s) to be loaded confirmed and per product along with agreed purge rate
MSDS available
5 Tank(s) allocated to product 5 Emergency stop procedure agreed

6 Moorings tensioned sufficiently, particularly 6 Notice required to stop agreed

springs, to limit ranging
7 Order of loading confirmed, if more than one 7 Confirm whether cargo will be stopped by
product to be loaded vessel or receiver
8 Proper vent line connected to vessel 8 Hose Lifting arrangement satisfactory

9 Confirm loading rate and max. allowable rate 9 Hose(s) visually inspected and found fit for
per product along with agreed purge rate purpose
10 Emergency stop procedure agreed 10 System de-pressurised, ready for hose(s)

11 Confirm whether cargo will be stopped by 11 Hose(s) connected to correct coupling(s) /

vessel or provider & notice required to stop manifold(s)
agreed
12 Confirm tank(s) and lines are vented to 12 Communications procedure established and
atmospheric pressure agreed for transfer
13 Confirm lines & valves set for cargo – 13 Underdeck lighting Ensure lighting adequate
consider two-person check for task in hand
14 Hose(s) connected to correct coupling(s) / 14 Vent position(s) identified
manifold(s)
15 Hose(s) inspected and fit for purpose. 15 One person from vessel appointed to sight
hose(s) and advise Bridge Team of position
16 Communications procedure established for 16 Crane Operator and both installation and
transfer, including agreement on central vessel deck crews readily available
control point, i.e. Bridge throughout transfer
17 Watch established on manifold with suitable
communications in place

2.3 LOADING Checklist 2.4 DISCHARGING Checklist

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

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 Appendix 10-C
Bulk Hose Management, Handling &
Connection Guidance
 Appendix 10-C
Bulk Hose Management, Handling & Connection Guidance

Revision History

Revision Date Section Changes

Number
1 December All Appendix title changed to better reflect contents
2022
Combined and simplified version of appendices
10-C and 10-D as new revision 10-C

Removed references to Integra and Step

Change in Safety

Revised table showing flotation collar colours

and diameters

Remove redundant Bunker Checklist

Remove weekly checklist

Remove references to NWEA and replace with

GOMO

Previous section on “Vessel Approaching

Location” removed as this is adequately
covered elsewhere in GOMO

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 Appendix 10-C
Bulk Hose Management, Handling & Connection Guidance

Contents

1 Introduction ...................................................................................................................... 4
1.1 Background ............................................................................................................... 4
1.2 Environmental Issues ................................................................................................ 4
2 General Requirements ..................................................................................................... 4
3 Installation Procedures ..................................................................................................... 5
3.1 Recommended Content of Procedures..................................................................... 5
4 Transfer Hoses ................................................................................................................. 8
4.1 Hose Components and Construction ........................................................................ 8
4.2 Hose String ............................................................................................................... 8
4.3 Bulk Hose Floatation ................................................................................................. 9
4.3.1 Floatation Collars ............................................................................................... 9
4.3.2 Floating Hoses ................................................................................................... 9
4.3.3 Recommended Floatation Collars for Bulk Hose Strings................................. 10
4.4 New Hose Storage .................................................................................................. 10
4.5 Replacing Sections of Hoses in a String ................................................................. 10
4.6 Weekly Inspections ................................................................................................. 11
4.7 Visual Inspection Pre and Post use ........................................................................ 12
5 General Platform Alarm (GPA) ....................................................................................... 12
6 Pollution Safety .............................................................................................................. 12
7 Bulk Transfer Operations at Installation ......................................................................... 12
7.1 Bulk Hose Operations in marginal conditions ......................................................... 14
8 Bulk Hose Handling & Securing Methods ...................................................................... 15
8.1 Sling and Pin Method .............................................................................................. 15
8.2 Over Rail Method .................................................................................................... 18

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 Appendix 10-C
Bulk Hose Management, Handling & Connection Guidance

1 Introduction
1.1 Background
This appendix provides guidance for safely managing bulk hose systems and creates a common
practice throughout the industry. Information on good working practices involving bulk hose systems
has been collated and the following guidelines indicate good practices which will reduce the number
of hose failure incidents in the industry and the resulting exposure to the environment.

1.2 Environmental Issues

Hose related incidents account for 21% of spills to the sea. The most common bulk hose failures
are due to abrasion to the outer cover of the hoses rubbing on the installation structures, resulting
in leakage from the hose string. The wear on the hose is accelerated when the hose radius exceeds
the recommended minimum bend radius criteria, causing premature failure. Both examples can
cause the hose to leak into the sea if not controlled by a robust hose management system. All
environmentally sensitive products should have suitable hose connections or similar self-sealing
connections on the hose end.

2 General Requirements
The following recommendations apply to any hose which carries products, including those that are
harmful to the environment if containment is lost.
Hose manufacturers recommend that a bulk hose should be changed out approximately every two
years due to internal fatigue to the hose layers. This is based on information taken from previous
incidents on installations. When the hose is not in use, an end cap, commonly known as a blank,
should be used on the connection that marries the hose to the vessel manifold. Where possible,
protect the hose ends with a waterproof cover preventing contamination, corrosion or damage to
the hose connection
Hose strings suspended from the installation should be suspended well clear of the sea and
restrained to the installation, minimising movement and abrasion to the hoses’ outer cover and
preventing the waves from twisting the hoses. Any points where the hose may contact part of the
installation structures should be covered with a form of protection. Floatation collars can be used
or alternatively, sections of redundant hose can be fitted to the structures at impact abrasion points.
Floatation collars should be used either side of the hose couplings to prevent the coupling damaging
an adjacent hose in the hang-off points (fingers).
To prevent excessive load on a suspended hose string, the hose should be drained back to the
vessel or installation once offloading is completed. Hoses should be suspended from sound
structures or certified lifting/hang-off points on the installation to prevent kinking in the hose string.
If required, the Lifting Operations Lifting Equipment Regulations (LOLER) competent person or
equivalent, or structural engineer, should be consulted for guidance. Hoses should never be
suspended or supported by wire slings as they may cut into the hose and damage the hose
structure. The LOLER competent person should be consulted for selection of correctly certified and
appropriate slings.

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When replacing a length of hose in a string, the string must be brought in board and barriers erected
round the hose indicating no unauthorised entry during the replacement of the hose and/or
floatation collars. Once a hammer lug union is installed and tightened, it should be marked across
both faces with paint or similar permanent marker to monitor the fitting is continually taut and fit for
purpose.
Care should be taken when using cutting tools to remove packaging from a new hose. It is
imperative that no damage comes to the hose section during unpacking.
The hose string should be visually inspected for damage prior to commencing any
offloading operations, using the list below as a minimum check:
• Leaks at the hose fitting or in the hose make-up
• Damaged, cut or abraded covers
• Exposure of reinforcement wires from the hose material
• Signs of kinked, cracked, crushed, flattened or twisted areas in the hose sections
• Hose ends degraded, pitted or badly corroded at the fittings
• Ensure sufficient numbers of floatation collars are on the hose string
• On completion of bunkering operations, the hose should be re-examined for any damage
that may have occurred during the transfer operation

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

3.1 Recommended Content of Procedures

• The system owner should indicate who is responsible for ensuring the procedure is being
adhered to and act as focal point on all matters relating to bulk hoses maintenance and
inspection.
• On locations where bunkering of drilling products takes place, an interface should exist with
the Drilling Department and Operations Departments where responsibilities are clearly
defined, documented, and agreed, i.e., who is responsible for inspection and change-out of
drilling product hose assemblies. The role of Service Team Leaders, Barge Engineers or
Deck Supervisors should be considered for System Owner positions.
• Hose manufacturers guidance on the life span of in-service hoses before mandatory
change-out is required. Identify the time periods between physical and visual inspections

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including pre and post use checks of the equipment. This decision is addressed with relevant
parties such as Suppliers and Company Technical Authorities. An Electronic Maintenance
System (EMS) would be ideal to populate/generate change-out dates and inspection dates,
and guidance on the required documents, e.g., Permits to Work, Control of Substances
Hazardous to Health (COSHH) and Method Statements to carry out the work scope safely.
On completion of any parts being changed-out, documents and identification (ID) of
equipment must be updated in the hose register. In the case of replacement hose
assemblies already stored offshore, a guidance note on the correct procedure of storage
and shelf life should be obtained from suppliers.
• To assist in the managing, ordering and replacement of bulk hose equipment, drawings
which may be electronic or hard copy, consisting of the following, would ensure the correct
parts are ordered and installed at all times:
o The correct hose lifters (hooky hooks) and their SWL
o The type of delivery coupling, be it self-sealing or hammer lug unions
o The correct type and quantity of floatation aids / collars and their positions in relation
to the string and joining couplings
o Describe the type and SWL of the hose lifting assembly used for transferring the
hose string during operations
o In the case of strings being made up from both hard and soft wall sections their
chosen positions should be identified in the drawings
o Identify all components by part numbers
Method Statements, Lifting Plans and Risk Assessments must be in place and available for the
work party. The System Owner and work party should review these documents before use;
however, if, on completion of the task, lessons were learned, the documents should be updated
accordingly by identifying the changes in the procedures.

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Bad Practices
The hose should be
suspended avoiding sharp
bends and protrusions when
in the hang-off position.

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

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

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4 Transfer Hoses
Due to the increased manual handling risks associated with hard wall hoses, it is recommended
that the first and second section of the hose suspended from the installation manifold should be
hard walled, and the last section which is offered to the vessel to be of soft wall type.

4.1 Hose Components and Construction

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

4.2 Hose String

A hose string can be made up of 3 or 4 lengths of 15.2mtr, 16.3mtr or 18.3mtr lengths of hose joined
together by quick release self-sealing couplings (hammer unions). The hose comes complete with
a hose lifting assembly that consists of a hooky hook, lifting sling not less than 2 metres in length
and a safety pin shackle. A “split pin” must be used to secure the nut and not an “R” clip. “R” clips
can spring off the pin affecting the security of the shackle.
The final hose string length will depend on the installation needs and the elevation of the manifold.
There is no requirement to have the first section of bulk hose leading from the manifold and not
coming into contact with water, to be of the floating type.
A typical hose string of 3 lengths would be:
Length 1: Hard wall
Length 2: Floating hose (preferred)
Length 3: Soft wall (outboard/vessel end)
When ordering new hose sections, stipulate the direction of the
lifting eye, as the hooky hook can be installed on the hose with
the lifting eye facing up or down on the hose. If the hose is
stored in a support frame, then the eye in the hooky hook
should be facing upwards; If using any other type of hose
support, then the eye on the lifter can be either way on the
hose. Hose Lifter (Commonly known as hooky hook)

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4.3 Bulk Hose Floatation

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

4.3.2 Floating Hoses

Sections of hose strings with integral buoyancy
are also available and eliminate the need for
floatation aids to be used.

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4.3.3 Recommended Floatation Collars for Bulk Hose Strings

Hose Application Hose Diameter Floats per Section

Potable Water 3” 4
4” 4
Oil Based Mud 3” 9
4” 10
Dry Cement 4” 7
5” 8
Diesel Fuel 3” 4
5” 4
Dry Barite 4” 10
5” 13
Methanol 2” 4
3” 4
Drill Water 4” 4

Table 1

The above information is a recommended good practice for number of floatation collars on hose
sections that will be in the sea. A collar either side of any coupling that is in the water during
bunkering operations is also advised.
Trials of “floating type” bulk hoses have been carried out extensively and these have proven to be
very successful, with positive feedback from all concerned platform and supply vessel personnel.

4.4 New Hose Storage

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

4.5 Replacing Sections of Hoses in a String

Only competent personnel should carry out the installation of hoses and connections when joining
hammer lug unions. When repairing a hose string, the hose should be landed instead of left hanging
from a crane hoist line. When replacing a section of hose, it should be inserted in the coupling and
secured whilst free from tension.
Once the necessary controls such as permit, method statement and risk assessments are in place,
remove and replace the worn parts of the string. When hammer lug unions are disturbed, the unions
should be tightened up and marked across the body with paint or a similar permanent marking. This
is a simple way to ensure that the coupling has not slackened off due to movement whilst in service.

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On completion of hose installation, the hammer lug union should be checked to ensure the marks
across the coupled joint confirm security. If possible, pressure test the hose string to 5 bar and
check the assembly is free of leaks over a 5-minute period. Check the correct quantity of lace up
or similar types of floatation collars are on the hoses in accordance with Table 1 in section 4.3.3.
Note: Trials of “floating type” bulk hoses have proven to be very successful, with positive feedback
received from both platform and supply vessel personnel.

4.6 Weekly Inspections

• A regular inspection Planned Maintenance Routine / Work Order signifies a competent
person has assessed the hose and lifting equipment and that it is in good working order.
This person records the findings electronically in a controlled register. This system indicates
to any 3rd party auditors that a sound maintenance strategy is in place to manage bulk hose
assemblies.
• Ensure all lifting slings, shackles and hooky hooks are in good condition and display current
lifting colour codes.
• Check the hose for any physical damage for chafing, cuts, blisters, splitting, perishing,
lacerations or other forms of deterioration.
• Renew any damaged hoses in the string and, where minor damage is evident, record details
on the check sheet.
• Check that markings across the hammer lug union line up correctly, as this indicates the
fitting is tight on the coupling.
• Check hoses are protected from platform structure and stowed properly in hang-off points.
• Check that hang-off point structures shows no sign of deflection or excessive corrosion.
• Consider inspecting hoses inboard once per trip as there are blind spots on the installation
structure that restrict visual inspections.
• Ensure the under-deck lighting on the installation is operational at valve manifolds.
• Check gates on the bunkering station hang-off points (fingers) are lubricated and easy to
open and close.
A record of visual and routine inspections should be available for history and evidence of
hose checks.
STORMS
A visual inspection should be carried out to confirm hoses show no signs of physical damage.
Examples would be chafing, splitting, perishing or any other form of deterioration. It is not
uncommon for hoses to become twisted around each other if they were not far enough out of the
water when exposed to severe weather, making it an operationally difficult when realigning the bulk
hoses.

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4.7 Visual Inspection Pre and Post use

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

5 General Platform Alarm (GPA)

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

6 Pollution Safety
During fuelling operations, there is always the risk of pollution. This may be due to hose and/or
instrument leaks, hose wear, mechanical breakdown or as a result of a hose becoming fouled in
the vessel’s propulsion. It is important that an individual is appointed to visually and operationally
check the hose remains functional during bunkering operations.
If an oil sheen is detected on the surface of the water, bunkering operations must cease
immediately. The incident must be reported to the installation control room and the cause
investigated.

7 Bulk Transfer Operations at Installation

During bulk hose operations, the following should be observed:
• The vessel Master, crane operator and deck crews to confirm radio communication prior to
operations.

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• The person appointed to supervise the bunkering process must ensure they can see the
bulk hose(s) at all times, and that they are familiar with the alignment of valves and tank
levels. They should not allow other distractions during the operation.
• The installation dry bulk vent line positions are identified.
• The vessel bridge, or equivalent, and OIM/Barge Master, or equivalent, should confirm
quantities discharged and received at regular intervals, to ensure that there are no leaks
within the respective systems.
• The vessel deck crew and installation crane operator must be readily available and close at
hand throughout any transfer operation.
• Sufficient warning/instructions shall be given by each party prior to changing over the tanks.
• If, at any stage, in the operation the vessel Master or provider is in any doubt as to the
integrity of the operation, then that operation shall be suspended until integrity can be
reinstated.
• When pumping is finished, both the receiver and provider shall set their line to allow the
hose to be drained back to the vessel’s tank. In suitable conditions, the crane may also be
used to lift the hose to aid draining. In the case of dry bulk, purge air should be used to
empty the hose and clear the line.
• Hoses used for potable water must not be used for transferring other bulk liquids. Potable
water lines should be flushed through prior to transferring water to avoid any residues within
the lines contaminating the installation’s supplies.
• During periods of darkness, adequate lighting must be available over the hose and support
vessel throughout the operation.
• To identify hoses, they may be fitted with hi-vis bands, tape or alternative means.
• Hoses are normally colour coded for manufacturers’ identification and approval, frequently
by way of spiral coloured bands within the hose structure. Ensure the management system
is aware of the markings on the hoses.
• The manufacturers’ colour coding of the hose should not be confused; any markings on
receivers or structure should adopt the universal colour coding as described in Appendix
10-E to identify bulk hose products.
• All bulk hoses used offshore are to be of sufficient length and good condition; unapproved
repairs shall not be carried out, and, in the interests of safety, the hose should be disposed
of immediately.
• In the event that the crane operator has to leave their cab, they shall inform the Master of
the vessel. See 10.10 for further guidance
• Any bulk hose should be disconnected from the vessel as soon as possible after the
bunkering has been completed and retrieved to the platform, unless otherwise agreed by
the Master of the vessel.

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Vessel should ensure that:

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

7.1 Bulk Hose Operations in marginal conditions

In marginal weather, great care is required by the vessel Master to avoid over-running the hose
especially if deck cargo is also being transferred. Consideration should be given to the connecting
of bulk hoses only at this time. During hose work, deck foremen must listen to all communications
on selected radio channels, which can be transmitted to the control room and platform crane
operator should a hose assembly leak or significant changes in weather conditions occur.

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8 Bulk Hose Handling & Securing Methods

8.1 Sling and Pin Method
The use of an endless round web sling attached to the bulk hose and hung over a dedicated point
on the supply vessel enhances the operation of passing the hose to the vessel from the installation.
This process only relates to the attaching of the web sling to the bulk hose and the frequency of
inspection.
The requirement for this endless round sling will depend entirely on the facility of a suitable
attachment point on the supply vessel being available.
A dialogue between the Services Supervisor and each vessel shall take place to establish the
requirement for this sling and the distance from the end of the hose to attach it.
Attaching the Endless Round Sling to the Bulk Hose
• An endless round sling of 3 tonnes SWL shall be used.
• The sling shall be of 3 metres effective working length.
• The sling shall be signed out of the rigging loft and attached before each use and detached
and returned to the rigging loft for correct storage after every use.
• The sling will be attached to the bulk hose using the “double wrap and choke” method.
• The attachment point for the endless sling will be approximately 7 metres from the end of
the bulk hose offered to the supply vessel; this distance will be confirmed by the vessel
master.
• The endless round sling must only be attached to the bulk hose by a competent Rigger or
a competent slinger / load handler.
• Once in position it shall be secured by tie-wraps or light cord to prevent slippage/loosening
of the sling.

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Inspection and Storage of the Endless Round Sling

The LOLER focal point or a competent person must inspect the sling before and after each use to
ensure it is still “fit for purpose”.
The sling is to be inspected to cover the following points as a minimum:
1. Check SWL.
2. Check colour code is current, and ID Number is legible.
3. Check entire length for cuts, tears or chafing.
4. Check joint for burst stitching.
5. Check for chemical damage and heat damage.
6. Check there has been no ingress of foreign bodies into the fibres.
When checking the round sling, should any cuts be found in the outer protective cover then the
sling should be condemned i.e., DO NOT USE as the inner strength core may be damaged.
When the bunkering operation is complete the round sling shall be removed and returned to the
rigging loft for storage.
Requirement
This requires three pins reasonably spaced out on the upper rail or taff rail on each side of the
vessel to be welded in place, adjacent to the bulk hose manifolds.
These pins are used to hook the eye of an endless webbing strop on to a 3te SWL and ca. 2-3
metres long webbing sling when attaching the hose to the vessel.

Method
The vessel Master may ask for the sling on each hose to be adjusted for his manifold and hang-off
points prior to coming alongside. This may vary according to the distance from the hang-off position
of the required product manifold on the vessel. Under instruction, the crane operator will transfer
the hose from the installation to the vessel in the normal fashion. During the lowering of the hose,
as the hang-off strop nears the vessel’s side rail, the crew will retrieve the eye of the strop by hand,
or if necessary, by boat hook, and fit the eye of the sling over one of the pins. The vessel crew must
take care to avoid positioning themselves under the suspended hose during this operation. The
crane operator, upon instruction, continues to lower the hoist rope until the sling takes the weight
of the hose. The vessel deck crew then signal the crane operator to lower the hose end into the
safe haven where they unhook the hose end, allowing the crew the freedom to manoeuvre the hose
end onto the manifold.
On completion of transferring bulk, the vessel deck crew drain the line and remove the manifold
connection. The connection is moved away from the manifold by the crew prior to signalling the
crane operator to lower his pennant to the deck crew. The hose end is attached to the crane hook
via the lifting sling, and, once everyone is in a safe position, the crane operator is given the signal
to raise the sling until the hose and hang-off strop are clear of the vessel. This modification
eliminates unnecessary risk to crews when transferring the hose back to the installation.
A final inspection should be carried out on the hose and lifting assemblies prior to and after use.

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

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8.2 Over Rail Method

An alternative method of handling bulk hoses is summarised below. This method also requires
minimal modifications to the vessel and has been used satisfactorily in various areas.
Modifications / Preparations on the vessel include the following:
• A rubber coating or similar arrangements should be installed on the cargo rails to provide
friction so that movement in the hose(s) is prevented until secured to the manifold.
• A sufficiently large area must be allocated and marked on the deck of the vessel so that the
hose can be positioned by the crane without assistance from the vessel’s deck crew.
• Similar arrangements are required at all bulk handling stations where this method will be
used.
• The hose must have sufficient buoyancy elements, which must be clearly visible to vessel
personnel

In order to reduce the risks associated with bulk hose handling when using this method, the
following precautions should be observed:
• A pre-job talk should be held between crane driver and vessel personnel.
• The hose should be delivered with the crane hook connected to the end of the hose. Where
this is not possible, i.e., where the hook is connected to the hose at some distance from the
end, the free end must be secured to prevent uncontrolled movement.
• Personnel on the deck of the vessel must not be in the allocated landing zone whilst the
crane is handling the hose. After the hose is landed within the zone, the crane hook is
disconnected.
• After the hook has been disconnected, the hose is connected to the appropriate manifold
prior to the commencement of the bulk transfer operation.

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Securing after the hose has been landed avoiding the need to walk under a suspended load.

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Hose Markings and Connections
 Appendix 10-E
Hose Markings and Connections
Revision History

Revision Date Section Changes

Number
1 December 1 Standardised Hose Markings Table updated to correct previous errors with
2022 & Connections vessel coupling type and hose outline image

2 Hose Connections Updated images for standard hose connection

examples.
Additional notes added to the end of this section
to highlight manual handling and failure point
risk related to the use of additional crossovers
and adapters.

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Contents

1 Standardised Hose Markings & Connections............................................................................... 4

2 Hose Connections ........................................................................................................................ 6

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1 Standardised Hose Markings & Connections

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

Standard
Hose Coupling Standard Vessel Pressure Rating Hose Outline
Application Colour Connection Coupling
Hoses & Couplings

5” hammer lug
Dry Cement Yellow union Female Min 12 bar
(figure 50)

5” hammer lug
Dry Barytes
Orange union Female Min 12 bar
& Bentonite
(figure 50)

Blue 4” hammer lug

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

Diesel / 4” quick release

Marine Gas Brown self-sealing Male Min 12 bar
Oil coupling

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

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

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

4” quick release
Brine Red self-sealing Male Min 24 bar
coupling

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

Scale 4” quick release

Inhibitor No colour self-sealing Male Min 12 bar
(if separated) coupling

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Standard
Hose Coupling Standard Vessel Pressure Rating Outline
Application Colour Connection Coupling
Hoses & Couplings

5” hammer lug
Drill Cuttings
No colour union Female Min 24 bar
(if separated)
(figure 50)

Black and 4” quick release

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

Water Based 4” quick release

Mud Cyan self-sealing Male Min 24 bar
(if separated) coupling

Rig Slop / 4” quick release

Wet Bulk
Dark Grey self-sealing Male Min 24 bar
Waste
coupling
(if separated)

Notes
1. Manufacturers’ identification or approval of hoses is often by spiral-coloured bands. Do not
confuse this with product colour markings.
2. References to figure values, in brackets, in the above table relate to particulars of the screw
connection.
3. In some areas, the same hose may be used for all classes of mud, being flushed between
product changes. The same can be true for methanol, glycol, and scale inhibitor.
4. Further information regarding hose types, testing, flotation etc. can be found in Appendix
10-C included in these guidelines.

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Hose Markings and Connections

2 Hose Connections
Some examples of hose connections are illustrated in the table below.
Description Picture

Female

Quick release self-sealing coupling

Male

Female Male

Hammer lug union

Notes
1. Self-sealing connections should be inspected when released to ensure full closure and that no
liquid is being passed.
2. To accommodate possible mismatches, vessels should carry sufficient crossovers onboard,
typically including the following:
a. From 4” female hammer lug figure 100 to 4” male quick release self-sealing coupling.
b. From 5” male hammer lug to 5” female hammer lug.
c. From 5” female hammer lug figure 50 to 4” female hammer lug figure 100
d. From 4” male quick release self-sealing coupling to 4” female hammer lug figure 100.
3. The use of crossovers and adapters should be carefully considered. Adding crossovers and/or
additional connections will lead to increased manual handling risks that should be subject to
additional risk assessment.
4. Each additional crossover introduces a potential point of failure and should be avoided unless
necessary. Each additional connection should be carefully risk assessed.

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 Appendix 10-F
Backloading of Wet Bulk Cargoes and Carriage
on Offshore Support Vessels
 Appendix 10-F
Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

CONTENTS

1 OBJECTIVE ......................................................................................................... 4
2 BACKGROUND ................................................................................................... 4
3 COMPOSITION OF THE WET BULK WASTE..................................................... 6
4 TESTING PRIOR TO BACKLOAD....................................................................... 7
4.1 KEY TEST RESULTS RANKED ....................................................................... 8
5 FURTHER GUIDANCE FOR THE OSV ............................................................... 8
6 TESTING IN THE HARBOUR PRIOR TO OFFLOAD .......................................... 9
7 DOCUMENTION AND REPORTING REQUIREMENTS ...................................... 9
8 ANNEX 10-F-1.................................................................................................... 10
8.1 SAMPLING OF LIQUID AND SOLID COMPONENT PROPERTIES .............. 10
8.2 FLASH POINT ................................................................................................ 10
8.3 LOWER EXPLOSIVE LIMIT (LEL) ................................................................. 10
8.4 HYDROGEN SULPHIDE (H2S) ...................................................................... 11
8.4.1 Example Procedure for LEL% and H2S meter only ............................ 11
8.5 pH ................................................................................................................... 12
8.6 SALINITY – CHLORIDES ............................................................................... 12
8.7 RETORT ANALYSIS (SOLIDS, WATER, OIL VOLUME %)............................ 12
8.8 SPECIFIC GRAVITY - S.G.............................................................................. 12
8.9 APPEARANCE ............................................................................................... 12
8.10 ODOUR .......................................................................................................... 12
8.11 CONCLUSIONS.............................................................................................. 12
9 ANNEX 10-F-2 – BACKLOAD & ANALYSIS FORM ......................................... 13
10 ANNEX 10-F-3 - PROCESS FLOW CHART ...................................................... 14

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Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

Revision History

Revision Number Date Section Changes

1 1/6/18 Title Title changed to ‘Appendix 10-F Backloading of
Wet Bulk Cargoes and Carriage on Offshore
Support Vessels’
General Wording updated throughout this appendix to
ensure that good practice steps are applied to
ALL wet bulks being planned and transported on
offshore vessels
Annex-10-F-2 - Analysis Title of form changed to "Annex 10-F-2 Backload
Form & Analysis Form"
Annex-10-F-2 - Analysis Form layout and wording changed
Form

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 Appendix 10-F
Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

1 OBJECTIVE
To provide specific advice for the safe transportation, offshore handling, tank cleaning, onshore handling and
onshore disposal or treatment of all wet bulk backloads from offshore facilities.
This guidance is aimed at offshore installations, Offshore Support Vessels and appropriate onshore staff (e.g.
Surveyors, Tank Cleaners, Base Operators, and Waste Processors). In particular, relevant documentation must
be made available to the Vessel Master prior to backloading, confirming that Flash Point exceeds 60°C,
appropriate steps to avoid H2S generation and documented acceptable level of Lower Explosive Limit (LEL)
have been carried out.
The vessels master must have reliable documentation to assess safe transportation onboard the vessel. The
base operators and bulk processors must also have relevant documentation for the handling at the onshore
base.
All appropriate sections of the Annex 10-F-2 Backload & Analysis Form must be completed prior to backloading
the wet bulk to the vessel.

2 BACKGROUND
Industry, in conjunction with the GOMO Steering Committee and the Marine Safety Forum has produced this
Good Practice document to assist operators in better describing the wet bulk backload cargoes they wish to
transfer to shore for processing, using the bulk mud tanks on Offshore Support Vessels (OSVs).
In the course of well operations, water based fluids such as seawater, brine or water based mud may
become contaminated, commonly with oil based mud or base oil from oil based mud, (herein after called wet
bulk waste) which cannot be legally discharged to the marine environment. These contaminated fluids are
returned to shore for treatment or disposal. All wet bulk backload must have relevant documentation for the
transportation on OSV and subsequent discharge to the shore facility.
Operations giving rise to such fluids include:
• Well bore clean-up operations where oil base mud is displaced from the wellbore to seawater or
completion brine.
• Operations where water base mud becomes contaminated with oil based mud during displacements.
• Cementing operations with associated spacers.
• Pit cleaning operations.
• Drilling operations where wellbore fluids are contaminated with oil based mud, crude oil, or
condensate.
• Other tank cleaning operations where fluid chemical components cannot be discharged because of
the Offshore Chemical Regulations.
• Rig floor drains where the fluid is oil contaminated.
• Any of the above fluids may also be contaminated with hydrogen sulphide (H2S), typically from
sulphate reducing bacteria (SRB) activity.
• Mud that has been in contact with hydrocarbons.
• Any wet bulk planned for backload that has been assessed and found to have no elevated risk during
transportation must have this documented on the backload form along with relevant datasheet and a
confirmation from the mud engineer / laboratory person.
When fluids are severely contaminated and of small volume, then general industry practice is to transport to shore
in Tote tanks or similar type carrying units. For fluids that are “lightly” contaminated, general industry practice
has been to backload to the mud tanks on the OSVs. It is this latter practice in particular that has raised grave
concerns for the following reasons.
a) It is difficult to accurately describe the chemical make-up of the fluid and hence provide a Material Safety
Data Sheet (MSDS) sheet that adequately describes the material.
b) Gas testing on OSVs returning to shore with this cargo has found, on a significant number of occasions,
high levels of H2S in the atmosphere above the cargo. Lower Explosive Limit (LEL) tests also revealed an
explosive atmosphere in excess of that which the OSV has the capability to safely transport.
c) The mud tanks on the OSVs are not designed or classified to contain and transport wet bulk cargo with
a flash point of less than 60°C. The pump rooms and pumping systems for the discharge of the product
tanks are not intrinsically safe. This classification is only found onboard specialist type OSVs.
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The reason for the very high LEL % values that have been recorded is contamination with crude oil and
condensate. The bulk mud tanks on standard OSVs are not designed for this purpose and under NO
CIRCUMSTANCES should fluids contaminated with the mentioned products be backloaded to an OSV's mud
tanks.
Recognising the relatively complex nature of the cargo, this Good Practice document has addressed the issue
by recognising that a series of tests should be undertaken on the material intended for backload to provide an
indicative view of the constituent make up and reactive qualities of the material. It must be recognised that
because of the segregation issues described in section 3.0 below, these tests can only be indicative.
The tests can be performed either on the rig or onshore but must be performed by a competent person as
determined by the Operator. The rate at which these fluids are generated during certain operations on the rig
may preclude sending samples to shore for testing, necessitating rig-based testing. In either case, the results of
the tests must be made available to the Master of the OSV prior to the backloading hose connection taking place.
Once tests have been carried out, no more fluid should be added to the intended cargo on the offshore installation.
If any further additions are made, then a further test will be required.
The results of these tests will allow the Master to establish if the backload is acceptable for carriage onboard the
OSV. Acceptance is based on the reported analytical information and the measured physical properties, the
known nature of the chemical make-up and the previous cargo carried in the OSV’s tanks. A generic risk
assessment will be available onboard the OSV and updated when new, improved or different information and
circumstances become apparent. Offshore installation staff should be aware that, in certain circumstances, the
Master of the OSV may require advice from the OSV’s onshore technical advisors and that a response from
onshore may take time to progress. If there is any doubt regarding results repeat the tests and review.
The backload hose should not be sent to the OSV and connected up unless there is an agreement
between the OSV Master and the Installation OIM/Operating DSV that the backload is acceptable for
transportation.

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Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

3 COMPOSITION OF THE WET BULK WASTE

This section of the guidance relates mainly to Wet Bulk Waste although certain principles to allow for safe
transportation may apply to other types of wet bulk.
The final wet bulk waste may contain components and formulated mixtures including but not limited to:
• Water (both seawater and potable water)
• Oil based mud
• Base oil
• Water based mud
• Well bore clean-up detergents
• Completion brine (including corrosion inhibitors, biocide etc.)
• Cement spacers
• Rig wash
• Brines containing various salts
• Other substances, e.g. glycol, pipe dope, etc.

The major component is normally seawater. The proportions of the other constituents are variable. The wet bulk
waste is likely to be heterogeneous in that oil mud will separate to the bottom, base oil to the top, with seawater
in between. OSV motion will not normally be sufficient to mix and stabilise the cargo to a homogeneous form.
The components and formulated mixtures may arise from different wellbore operations. The volumes of each
component are normally known, although the degree of volumetric accuracy is variable depending on how and
where this material is stored on the rig prior to backloading to the OSV.
During discharge to onshore storage tanks and road tankers, the make-up of the initial discharge may be different
in composition to that discharged later due to separation of components during transportation. This may result in
higher concentrations of an individual component being transported in road tankers.
Example
Oil based mud or contaminated wet bulk waste containing:

Seawater 75% (volumes)

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

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

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Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

4 TESTING PRIOR TO BACKLOAD

Whilst the guidance in this section is specifically aimed at testing of Wet Bulk Waste, some of the tests and test
processes may apply to other types of wet bulk and should be used where possible to help ensure safe carriage.
Wet bulk waste may contain a significant number of chemicals for which Material Safety Data Sheets (MSDS)
are available offshore. It is not practicable, however, to develop a description of the wet bulk waste from such an
array of documents. Although MSDS will be available for formulated mixtures, there may still be uncertainty in
describing the properties of the wet bulk waste. As a precaution the following tests should be carried out, prior to
backloading, in order to assist confirmation of the potential hazards:

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

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

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4.1 KEY TEST RESULTS RANKED

Test Indicator Range of results Interpretation

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

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

H2S Poisonous gas Must be zero Indication of bacterial activity

pH Measure of acidity or 9.5 – 10.5 To keep H2S in solution
alkalinity COSHH Personnel Protection Equipment
and personnel exposure
If pH greater than 11 discuss with OSV
Master

Oil % volume The major Agrees with Confirm retort agrees with Annex 10-F-2 and
component requiring components in waste consignment note
backload Annex 10-F-2
Solids Potential need for Agrees with Confirm retort agrees with Annex 10-F-2
% tank cleaning components in components and waste consignment
content Annex 10-F-2 note. Tank residue could form a source
of SRB and H2S over time.

More detailed Procedures are provided in Annex 10-F-I attached to this Appendix. Test results should be
consistent with the information on the Annex 10-F-2 Backload & Analysis Form.

5 FURTHER GUIDANCE FOR THE OSV

No Wet Bulk should be backloaded until an Annex 10-F-2 Backload & Analysis Form has been received
onboard confirming that it is acceptable for transportation.
The form should be completed and signed for all relevant/applicable sections relating to the type of wet
bulk being backloaded.
There is no onus on the OSV to carry out further tests. Tank hatches should not be removed offshore because
of associated risks to vessel and personnel
Tests on board the OSV at the time of backloading are only possible if sampling ports are available. Consideration
should be given to installing suitable sampling ports onboard OSVs to allow the use of the LEL/H2S meter (Usually
this can be dropped from the vent system using the extended sniffer hose).
Loading on top of bulk fluids already in ships tanks should be avoided. Wet Bulk Waste should, where possible,
be backloaded to a suitable clean tank. Where this is not possible further guidance should be sought from
operator’s competent person and with reference to operator’s procedures.
The potential for biological activity resulting in H2S in the dead volume and sludge must be risk assessed. Should
the overall pH be reduced through mixing of the fluids, H2S breakout can occur.
Wet Bulk Waste should be discharged from the OSV as soon as possible. The need to clean the tanks should be
reviewed on each trip to minimise the risk of biological activity and H2S build up from any solid residue.

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

6 TESTING IN THE HARBOUR PRIOR TO OFFLOAD

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

7 DOCUMENTION AND REPORTING REQUIREMENTS

Material Safety Data Sheets (MSDS) documentation of the components and mixtures must be made available to
the OSV Master. IMDG manuals are carried on the OSV for all types of chemical materials shipped.
A Waste consignment note appropriate to the area of operations, e.g. EA or SEPA C, is generated to accompany
the wet bulk waste being backloaded. This should reference the attached Annex 10-F-2 Backload & Analysis
Form.
The completed Annex 10-F-2 Backload & Analysis Form must be reviewed, signed and dated by the Operator’s
Representative to confirm the backload is safe to transfer.
The Waste Consignment note, along with duly completed, signed and dated Annex 10-F-2 Backload & Analysis
Form is to be made available to the Ship’s Master prior to backload operations for review and comment.
Once it is agreed to backload, a copy is forwarded to the Waste Processor onshore by the offshore Installation
which will include volume of Wet Bulk Waste and estimated time of arrival in port. This will allow planning to
ensure in most cases the Wet Bulk Waste is discharged in a timely and efficient manner reducing delays in port
and likelihood of round tripping.
A dangerous goods certificate must be provided by the Offshore Installation based on the requirements of the
individual component MSDS.
The Waste Processor checks the samples drawn onshore, comparing the analytical results to those obtained
from the offshore analysis. In the event of a discrepancy the Offshore Operator, the Offshore location, the OSV
Master, Base Operator, Surveyor, and Tank Cleaners should be advised accordingly.
Test results should be also be provided to tank cleaning companies in the event tank cleaning is required
Whilst every effort has been made to ensure the accuracy of the information contained in this Appendix
and its Annexes, neither the GOMO Steering Committee nor the Marine Safety Forum nor any of their
member companies will assume liability for any use made thereof.

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Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

8 ANNEX 10-F-1
8.1 SAMPLING OF LIQUID AND SOLID COMPONENT PROPERTIES
The sample for the following analyses should be taken from the middle of the pit immediately after adequate
agitation.
8.2 FLASH POINT
The minimum acceptable flash Point (Pensky Martin Closed Cup or equivalent) of 60°C is applicable to all wet
bulks and will determine whether the material is safe for transportation via the OSV’s tanks. SOLAS regulations
determine that materials with a flash point below 60°C cannot be backloaded to a OSVs mud tanks unless the
OSV is certified for carriage where additional systems of inerting the environment onboard the OSV will be in
place. Generally, OSVs do not have the intrinsically safe systems required for the carriage of produced or
unrefined hydrocarbons.
Sampling should be set up to detect the worst case situation, particularly where there is potential for crude oil or
condensate contamination where the oil will rise to the surface of the tank. Drilling rigs will normally have robust
ventilation in the area used to store oil contaminated fluids and this may mask the condition experienced onboard
an OSV when carrying hydrocarbon contaminated product. OSV storage tanks are not normally vented. Air
sampling from above the drilling rig mud pits may understate explosive gases.
Sampling should reflect the conditions in the OSV tanks, i.e. no agitation. Base oils typically have flash points in
the range 70 - 100°C. If the only oil component in a wet bulk is base oil, then the flash point cannot be lower than
that of the base oil itself. If the flash point is relatively low (60 - 70°C), an explanation must be provided on the
Annex 10-F-2 Backload & Analysis before the form is presented to the OSV Master. Prior to sampling, the
installation pit should be left without agitation for at least 30 minutes and then surface sampled. If there is any
doubt regarding results repeat the tests and review.
This sample can then be split and one part used for Flash Point testing and the other for Noxious gases. Flash
point is tested as per Closed Cup Flash Point equipment manufacturers instructions.
8.3 LOWER EXPLOSIVE LIMIT (LEL)
The LEL gas detector will confirm potential flash point problems. Note that the LEL meter is used in harbour to
check vapour condition in the ullage air space above the tank prior to discharge. The test carried out prior to
backloading should reflect the conditions in the ships tanks, i.e. there will be no agitation and no forced ventilation
unless it is specifically required or requested (unlike rig mud pits).
The Noxious gas test is modified to simulate the unvented ships tanks. The sample is placed in a closed container
with a sampling port on top and left to equilibrate for 30 minutes. A tube is then connected from the port to the
gas analyser and the sample analysed. This method simulates the unvented ships tank.
The above Procedure has been agreed with gas analyser manufacturers and service companies carrying out the
test offshore.
The flash point and LEL results should be consistent with each other. LEL gas meters are normally set so that
the alarm goes off in the range 10 - 20% LEL methane equivalent. Any number above 25% would be considered
high. Other gases potentially present can have a different LEL range than methane. If there is any doubt regarding
results, repeat the tests and review.

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8.4 HYDROGEN SULPHIDE (H2S)

H2S can occur in wellbore fluids but this source would normally be identified by rig equipment and appropriate
measures taken to neutralise and remove the H2S.
In surface tanks and facilities H2S most commonly arises from the activity of sulphate reducing bacteria (SRB).
SRB will become active provided there is a "food" source and low oxygen conditions. This would be typical of
stagnant oil contaminated fluid stored for a long time. This environment can arise on both installations and OSVs
in tanks and manifolds. Disturbing stagnant fluids or mixing low pH fluid into a high pH fluid containing H2S could
cause the release of H2S into the void space above the tank.
Hydrogen Sulphide is a heavier than air and an extremely poisonous gas. Maximum exposure limit is 10 ppm
over an 8 hour period. The LEL gas meters currently being used also tests for the presence of H2S. H2S is a
known danger during drilling operations. Offshore sensors and routine offshore analysis methods will detect if
H2S is a potential problem in wet bulk backloads. In the event of a positive test another sample should be collected
to confirm the result. If this second result is positive further work may be required to determine the source of the
H2S. A test using a Garrett Gas train (if available) will determine the levels of H2S dissolved in the liquid.
The SRB organisms thrive in a pH range of 5.5 - 8.0. The lower the pH, the greater the breakout of H2S. The
backload MUST be treated on the installation to prevent breakout of H2S in the OSV tanks. Biocides kill the
bacteria but do not remove dissolved H2S. H2S scavengers will remove dissolved H2S but do not stop biological
activity. Caustic soda (or similar alkaline materials) will raise the pH and prevent H2S gas breakout.
In the event H2S is detected, tests should be carried out offshore to determine the best treatment prior to
backloading. If H2S is detected but no H2S scavenger is added to remove the dissolved H2S, this should be noted
in the conclusions section of the Annex 10-F-2 Backload & Analysis Form.
After treatment, a final headspace H2S test should be carried out to confirm zero H2S and noted on the Annex
10-F-2 Backload & Analysis Form before the hose is connected to the OSV for backload.

8.4.1 Example Procedure for LEL% and H2S meter only

Collection of Sample
The sample should be taken from below the surface of the unagitated tank to simulate the unagitated OSV tank.
Most oil will be in the top layer and will give a worst case oil content.
1. Leave tank or pit unagitated for 30 minutes before taking a 2.5 litre sample.
2. Fill the sample into container provided, up to the marked line and replace screw cap lid
3. If a magnetic stirred is available, mix for 1 hour before proceeding to gas detection. Two large
magnetic fleas included in kit.
Gas Detection (% LEL value, combustible gases)
1. Ensure batteries have been fully charged. If not, place in charger and allow charging for 12 hours.
2. Switch instrument on in a clean air environment
3. The detector will beep and run a set of self-checks. Once these are complete, the screen will display 3
levels on the screen
H2S: 000 ppm
O2: 20.9 %
LEL: 000 %
4. The pump automatically starts and continues to run until the unit is switched off.
5. Remove the plugs in the sample container lid and place the sampling hose into the head space
6. Any combustible gas will be registered on the LEL monitor.
7. After 5 minutes remove the hose and switch detector off by holding down the on/off button for 5
seconds; (the unit will beep 4 times before switching off)
8. Any gases detected should be reported on the Annex 10-F-2.

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Calibration

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

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

8.5 pH
Seawater pH is typically 8.3. Oil mud is alkaline and could raise the pH slightly. Cement contaminant is highly
alkaline. In general, alkaline pH (above 7) protects from corrosion. Highly alkaline materials can be caustic and
require care in handling. Cement and sodium silicate can lead to high pH.
Low pH (less than 4) is highly acidic and an explanation should be provided on the Annex 10-F-2 Backload &
Analysis Form. Acids such as citric acid or acidizing chemicals such as hydrochloric acid can lead to low pH.
Low pH Wet Bulk Waste is very uncommon and would require large quantities of alkaline material to increase pH
above 9.5. In this unlikely event further guidance should be sought from operator’s competent person.
Note that low pH (less than 9) means any H2S present will already have broken out as a gas.
The pH range of 4 – 11 is the acceptable range for transportation of any bulk fluids to avoid damage to OSV tank
coatings and seals. Some OSV tanks may be capable of carrying fluids out with this pH range; this should be
discussed with the OSV Master prior to backloading.
Wet Bulk Waste will be treated to have a pH of 9.5 – 10.5 as this is the range that H2S will remain in solution.
8.6 SALINITY – CHLORIDES
Seawater is typically 20500 mg/l chlorides. Oil mud contains some calcium chloride increasing this level slightly.
Sodium chloride brine can contain up to 189000 mg/l. Results should agree with the composition.
8.7 RETORT ANALYSIS (SOLIDS, WATER, OIL VOLUME %)
This should match the estimated composition (volume %) on the Annex 10-F-2 Backload & Analysis Form. Note
that it may be difficult to get representative samples if the liquid tends to separate. Some divergence is expected
e g. if oil is noted as 5%, the range could be 3 - 10%. If separation is likely a range is preferred e.g. 5 - 10%. The
solids component can form a residue in the OSV tank and a potential location for SRB activity and H2S.
8.8 SPECIFIC GRAVITY - S.G.
Common water based fluids cover the range 1.03 (seawater), sodium chloride (1.2), and calcium chloride (1.33).
Rarely used brines such as caesium formate can reach 2.2. Oil mud is typically 1.1 - 1.5 but can exceed 2.0.
Mixtures will have intermediate values, most tending to 1.03 as seawater is the major component. Note that if
mixtures separate the top half can be a different density than the bottom half.
8.9 APPEARANCE
General description confirming if cloudy, clear and colour. Should be consistent with Waste Consignment Note
description.
8.10 ODOUR
Slight versus strong odour, consistent with description.
8.11 CONCLUSIONS
Should demonstrate the various parameters measured are in agreement with one another.

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Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

9 ANNEX 10-F-2 – BACKLOAD & ANALYSIS FORM

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 GOMO APPENDIX 10 F Appendix 10-F
Backloading of Wet Bulk Cargoes and Carriage on Offshore Support Vessels

CARRIAGE OF OIL CONTAMINATED CARGOES ON OFFSHORE SUPPORT VESSELS

10 ANNEX
10 10-F-3
ANNEX 10 -- F
PROCESS FLOW FLOW
- 3 - PROCESS CHARTCHART
Wet Bulk Waste Backload Process

Offshore to confirm to Marine Logistics Co

Request from Offshore ordinator/Marine Controller estimated quantities
required to be backloaded

Consultation with onshore waste representative

Confirmation of Space to advise on planned backload and formulate a
plan for discharge at next port call

Suitable plan to be in place before proceeding

Appoint Suitable Vessel/Tank Refer to Sections 3 & 6 of the Guidelines

As per Appendix I0 F / Operators' Requirements

Analysis & Treatment / Industry Best Practice

Backload to Vessel Refer to Section 10 of the Guidelines

Discharge Onshore Refer to Section 10 of the Guidelines

Tank Cleaning must be carried out before the

No Yes tank(s) used again

Round Tripping in Exceptional

Refer to Sections 3, 6 & 10 of the Guidelines
Circumstances

NO Written Request Obtained YES

Has volume in vessels' tank(s)

NO YES Determine why. Further Guidance to be
changed?
sought from operator's competent
person with reference to operator's
procedures
NO Has the pH changed? YES

Onshore waste management company to

test the pH and confirm with Vessel Master Key Responsibilities
that the volume has not changed as per Offshore Asset
Sections 3 & 6 of Guidelines
Onshore Representative
Onshore Waste Representative
If no change is observed to the pH or tank Vessels' Master
volume Wet Bulk Waste can be round
tripped

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 Appendix 10-G
Tank Cleaning Check List
 Appendix 10-G
Tank Cleaning Checklist
Revision History

Revision Date Section Changes

Number
1 December 1 Tank Cleaning Checklist Form layout updated
2022
2 Gas Monitoring Form Example form added for gas monitoring
readings

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 Appendix 10-G
Tank Cleaning Checklist

Contents

1 Tank Cleaning Checklist .................................................................................................. 4

2 Gas Monitoring Form ....................................................................................................... 7

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 Appendix 10-G
Tank Cleaning Checklist

1 Tank Cleaning Checklist

This pre job checklist should be used in preparing the Permit to Work for Confined Space Entry and
authorised on completion.
All relevant hazards noted in this checklist should also be discussed as part of the toolbox talk.

Permit No: Date:

Town / Port: Job Description:
Site / Quay: Tank No’s:
Vessel: Tank Contents:

Preparing confined space & work area: Yes N/A Comments:

Hatches opened
Drained or pumped down
Water flushed
Inert gas purged
Ventilated: indicate in comments if by natural or mechanical means
Mechanical isolations: use comments field to note details
Electrical isolations: use comments field to note details
Tank agitators isolated
Tank agitator blades guarded
Other Considerations:
Material Safety Data Sheets available
10-F-2 Backload Analysis form available
Suitable Access / Egress provided
Working area clear of cargo
Working area adequately lit
All hose and cable runs clearly visible
Scaffolding – scaff tag / hand over sheet
Standby personnel detailed
Means of communications tested OK
Area free of flammable materials
Area free of ignition sources
Work time / fatigue
Illuminations
SIMOPS / other work that could cause hazard
Other / Comments:

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 Appendix 10-G
Tank Cleaning Checklist

Continued from previous page

Toolbox Talk: Yes N/A Comments:

Toolbox talk conducted with ALL applicable personnel

Special training / briefing required
Means of communication established & tested
SIMOPS / Interface with other work checked
Other / Comments:

Plant / Equipment Required:

Yes N/A Yes N/a
Generator / compressor DISAB / vacuum tanker
Jetting units Lighting
Diaphragm pumps
Liquid ring tanker
Other / Comments:

Hazards:
Yes N/A Yes N/A
Noise Working at height
Toxic substance Overhead hazards
Chemical substance Potential dropped objects
Corrosive substance Entrapment
Explosive substance High air pressure
Flammable substance High water pressure
Electrical Suction
Static electricity Trip hazards
Manual handling Hot surfaces
Working time / fatigue Norm
Self-closing hatches and doors Residues within tank spaces
Other / Comments:

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 Appendix 10-G
Tank Cleaning Checklist
Continued from previous page
Personal Protective Equipment & Safety Equipment:
Yes N/A Yes N/A
Eye & face protection Tripod & fall arrestors
Respirator Harnesses
Hand protection Breathing apparatus
Foot protection Rescue breathing apparatus
Waterproof clothing Firefighting equipment
Overalls / fire-retardant overalls Spill kits
Full chemical protective clothing Emergency showers
Respiratory protective equipment Safety barriers / signs
Head protection Buoyancy aids
Chemical protection Personal gas detector (for each tank entrant)
Hi-visibility clothing
Hearing protection
Other / Comments:

Emergency Procedures & Contacts:

Yes N/A Yes N/A
Muster points identified Alarms understood
Escape routes identified Location of fire fighting & first aid equip.
Contacts No’s:
Vessel bridge
Radio call sign and channel
Base operator
Tank cleaning contractor
Client contact
Emergency services

Other Requirements / Limitations:

Gas Monitoring: Yes N/A Comments:

Is ongoing gas monitoring required?

If yes add frequency requirement in comments field & use form at section 3

Competent Analyst(s) required

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

Tank Cleaning Print

Signed: Date:
Contractor Name:
Client / Vessel
Print
Master Signed: Date:
Name:
(or designate)

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 Appendix 10-G
Tank Cleaning Checklist

2 Gas Monitoring Form

Below is an example of a form to be used to record gas monitoring readings where continuous or
periodic monitoring is required. The frequency of readings should be noted below based on the
assessment of risk.
Vessel: Job Start Date:

Permit No: Tank No’s:

Site / Quay: Tank Contents:

Gas Meter No: Gas Meter Calibration:

Gas Meter No: Gas Meter Calibration:

Competent Analyst #1 Competent Analyst #2

(if over more than 1 shift)

Agreed frequency for checking and recording

readings from the Gas Monitor:

Tank No Date/Time O2 H2S LEL CO Analyst

Initials

Note below any relevant information or changes in gas monitoring:

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 Appendix 10-H
Tank Cleaning Standards
 Appendix 10-H
Tank Cleaning Standards
Revision History

Revision Date Section Changes

Number
1 December 1 Wet Bulk Tanks Additional comments added to emphasise use
2022 of safest possible cleaning method and
consideration of contamination

1.1 Pump out Standard Reference to checking discharge suction

added

1.2 Oil Based Mud Standard Good practice reference added

Comments added to cover use of compressed
air for clearing lines and consideration of
future product.

1.3 Maintenance Clean Standard New section added

1.4 Water Based Mud Standard Comment added re cleaning as high as

practicable without use of scaffolding

1.5 Brine Standard Wording update regarding use of scaffold and

detergent.
Comment added re lines flushing for
completion brines

1.6 Off-Hire Standard New section added

2 Dry Bulk Tanks Comment added regarding removal of build-

up of loose product from tank tops

3 New section added to cover standards related

to use of vessel fixed self-cleaning systems

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 Appendix 10-H
Tank Cleaning Standards

Contents

1 Wet Bulk Tanks ................................................................................................................ 4

1.1 Pump out Standard ................................................................................................... 4
1.2 Oil Based Mud Standard ........................................................................................... 4
1.3 Maintenance Clean Standard ................................................................................... 4
1.4 Water Based Mud Standard ...................................................................................... 4
1.5 Brine Standard .......................................................................................................... 4
1.6 Off-Hire Standard ...................................................................................................... 4
2 Dry Bulk Tanks ................................................................................................................. 5
3 Vessel Self Cleaning Standards....................................................................................... 5

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 Appendix 10-H
Tank Cleaning Standards

1 Wet Bulk Tanks

The vessel charterer should, where possible, ensure that tank cleaning operations are carried out
in the safest method possible. Consideration should be given for the planned product and risk of
contamination. Where possible, the use of scaffolding should be reduced.
Tank inspections should confirm that the tanks have been cleaned to the following standards as
required:
1.1 Pump out Standard
Pump out residues from tank and wipe tank floor using rubber mops or equivalent. No requirement
for washing. Check vessel discharge suction to prove clear.

1.2 Oil Based Mud Standard

Tank bottoms and internal structure are clear of mud solids and residues. Good practice 1m up
from tank bottom including agitators. Cargo lines are flushed through with compressed air / clean
water and lines drained depending on future product. Pump suctions are checked and clean. Tank
must be empty and clear of all water / mud mixtures.

1.3 Maintenance Clean Standard

Tank bottoms, gauge ports, agitators, ladders, access, and internal structures are clean. Good
practice 1m up from tank bottom and agitators. Cargo lines are flushed through with clean water,
purged clear with air and drained.

1.4 Water Based Mud Standard

Cargo lines (including tank recirculation lines) and pumps are flushed through with clean water and
lines drained. Tank bottoms and internal structure are clean of all evidence of previous cargo as
high as practicable from the tank floor without the use of scaffolding. The tank may require cleaning
with detergent to achieve the highest standard of cleanliness possible. All traces of water and
detergent removed from tank.

1.5 Brine Standard

Cargo lines (including tank recirculation lines) and pumps are flushed through with clean water and
lines purged with air or drained. Tank bottoms and internal structure (stringers, frames, etc.) are
clear of mud solids, semi-solids, and all evidence of previous cargo. The tank may require
scaffolding and cleaning with detergent to achieve the standard required for the next product. All
residual water and detergent removed from tank. For completions brines further cleaning and line
flushing may be required.

1.6 Off-Hire Standard

Cargo lines (including tank recirculation lines) and pumps are flushed through with clean water and
lines purged with air / drained. Tank bottoms and internal structure (stringers, frames, etc.) are clear
of mud solids, semi-solids, and all evidence of previous cargo. The tank may require cleaning with
detergent to achieve the highest standard of cleanliness possible. All traces of water and detergent
removed from tank. For off hire vessel tanks should be returned to the standard inspected at the on
hire with consideration for reasonable wear and tear.

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 Appendix 10-H
Tank Cleaning Standards

2 Dry Bulk Tanks

Tanks to be brushed down and residues removed by vacuum or equivalent. Lines and manifolds
should be opened and proven. Slides should be checked for dryness and condition and ‘elephant
foot’ suction checked to ensure clear. Where safe any new build-up of loose product should be
removed from tank tops.

3 Vessel Self Cleaning Standards

The vessel charterer should, where possible, ensure that self-tank cleaning operations are carried
out in the safest method possible. Consideration should be given for the planned product and risk
of contamination.
Vessel self-cleaning can be considered as this reduces tank entry and working at height for
personnel. The efficiency of a self-cleaning system onboard a PSV is very much dependant on how
the system is operated.
The self-tank cleaning time cycle can be adjusted depending on the previous product and on the
standard required. As all self-cleaning systems perform differently, the standard required should be
discussed with the vessel crew to ascertain if this is achievable.
As a guide when using a vessel self-clean system consideration should be given to:
• Previous product in the tank(s)
• Acceptable standard for product to be loaded
• Minimum acceptable residues regarding compatibility
• Length of washing cycle
• Temperature of water
• Soap / detergent to be used

Tank inspections should confirm that the tanks have been cleaned to the standards required. If the
standard required has not been achieved, tank cleaners should be called to complete the operation
and achieve the required standard.

The following pictures show a typical standard achieved from use of vessel self-clean system and
would be considered as mud standard.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling
 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

Revision History

Revision Date Section Changes

Number
1 Sept – 1 Permanent Chaser Pendant (PCP) Drawing updated
2018 2 Pennant Buoy System Drawing updated
3 Working Wire/Chaser Termination on Drawing updated
Vessel
4 Piggyback System Drawing updated; comment on “Open end link”
deleted
5 Chasing Pendant Drawings updated and supporting wording
added
6 Buoy off Prelaid Mooring Line – Safe New section added
Release
7 Fibre Rope Handling New section added
8 Operation – Fibre in Mooring Lines New Section added

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

1 PERMANENT CHASER PENDANT (PCP)

The diagrams below apply to PCP components. In general, a swivel should not be used in
the pendant system, only on the working wire. Illustrated below are recommended PCP
system.

Note: It is recommended that chain connectors (kenter, etc.) are being used for connecting
for all mooring line segments. The use of shackles in mooring line should be avoided.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

1. Pendant wire requirements:

§ The wire to be minimum 3ʺ / 76 mm
§ The length of the pendant wire shall be a minimum of 200ʹ / 61 metres. Some operations
may require longer pendants.
§ The wire shall be galvanized and quality certified with gusseted thimbles to be heavy
duty and galvanised.
§ Eye towards vessel/shark jaw shall be socket with an option for connecting a minimum
3ʺ / 76mm connecting link. It is recommended a 5-link chain tail is attached, to ensure
the shark jaw on board grabs the chain tail to avoid damage to the pendant wire.
2. Connector minimum requirements (connecting link or pear link)
§ To be to R3 quality standard as a minimum
§ Minimum dimension 3" / 76 mm
§ Certified.
3. Surface Buoy requirements:
§ Use of steel drum buoy should be avoided
§ Load bearing capacity based on water depth and equipment weight
§ Shall have sufficient buoyancy related to weight
§ Marked in accordance with applicable regulatory requirements
§ Fixed pigtail
§ Sufficient, to be identified, depending on expected tension, an open common link is
recommended for eyes at bottom end of pigtail
§ Pigtail is connected to a connecting link at the bottom

Note: Depending on mooring line dimension Shackles should be avoided in the mooring line.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

2 PENNANT BUOY SYSTEM

Recommended design of a pennant buoy system with associated equipment: soft eye or
socket.

Note: Open end link here means open common link.

Buoy off
System
Net buoy uplift to be 30% higher than
Surface buoy carried weight in system

Shackle

Pigtail/ chain tail Pigtail / chain tail to fit 85Te

Min. 4mtr length shackle both ends

Shackle

Studless tail

Kenterlink

ø76mm Pennant wire Length of wire system to be minimum water depth

(+ 60mtr PCP if attached to anchor)

Kenterlink

Studless tail

Kenterlink

Wire Swivel

Kenterlink

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

3 WORKING WIRE/CHASER TERMINATION ON VESSEL

1. Use an appropriate rated swivel in the working wire to prevent wire spinning.

2. A closed socket termination is recommended for the working wire

3. Minimum thickness of the working wire should be sized to the winch.

4. Use a pear link of an approved make

5. Use correct wire length for the water depth, i.e. 1 ½ times water depth.
Recommended design is below

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

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

Note: The minimum breaking load of equipment between piggyback anchor and primary
anchor shall be a minimum of 70% of the main anchor line minimum breaking load.
Piggyback anchor shall be appropriate to sea bottom conditions based on the site
survey.
Piggyback should be landed with use of a bridle system to ensure right anchor
orientation.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

5 CHASING PENDANT

PCP to/from Rig

Crane Hook
Note:
Sling to be min. Ø19mm/6mtr long

Sling I Important:
1) Clear communication between winch, crane and AHV
2) Rig winch operator to monitor chain lenght paid out

Sling II

Reception PCP Crane Hook

1. Connect tugger wire

2. Pull/position PCP tail into shark jaw and SECURE
3. Crane operator lower crane hook to deck
4. Release crane hook
Sling I

Tugger wire
Sling II

Deliver PCP Crane Hook

1. PCP secured in shark jaw

2. Connect sling I and II
3. Connect crane hook in sling I
4. Open and lower Tow-pins to deck
Sling I 5. Crane operator can lift PCP

Sling II

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

6 Buoy off Prelaid mooring line – Safe Release

Vessel connects buoy off swivel, PW and runs out.
Vessel connects surface buoy to end of PW and buoys off using safe deployment
method.

Surface Buoy
Rigging and Safe Deployment

200-400mtr water depth

Preparation
1. Socket placed in shark jaw
2. Wire sling in end of work wire around
crucifix (lower part)

Deployment

1.

2. 3.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

Surface Buoy
Deep Water Safe Deployment
400-1000mtr water depth

Preparation

Shackle Work wire

Pennant wire
Release
System
2mtr wire rope

Pigtail Surface Bouy

Deep Water System

• Chaintail to be placed in Shark Jaw

• The release system and components to be designed
and risk assessed before use
• No load on bouy elements or through buoy steelwork
• System size to be calculated case by case according
to water depth

Deployment

Surface Bouy
Work wire

Shackle 2mtr wire rope

Pennant wire

Vessel to head back to anchor and take position fix of installed anchor (or marker buoy if
anchor is not visible). Check that final anchor position is within the acceptance criteria
given in Work Specification. An ROV can also be used to observe anchor penetration.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

7 Fibre rope handling

This section covers the general use of deep rope polyester during mooring and
unmooring operations.
Rapid developments in the field of synthetic fibres have led to serious alternatives for
the traditional wire/chain systems in marine and offshore operations. The most important
difference between fibre and wire ropes is the fact that there is extensive experience,
both practical and in design, for wire rope in engineering applications, whereas, for fibre
rope, this experience is built on a case-by-case basis.
The handling of fibre ropes shall be carried out by experienced and trained personnel.
References:
• Bexco Manufacturing report of Polyester Deeprope.
• Deeprope Polyester & Dyneema® mooring ropes manual 2004
• DNV-RP-E304, title Damage Assessment of Fibre Ropes for Offshore Mooring of
April 2005.

General

Fibre ropes are extremely robust when handled in accordance with procedures, but can
be very easily damaged if there is abrasion caused by 3rd party interaction such as wire
ropes, anchor flukes, trawl lines from fishing vessels, welding spots on deck, etc.
Ropes shall under no circumstances be exposed to high temperatures such as welding,
welding sparks, flare or grinding.
Ropes must not be exposed to chemicals. If this happens, rinse with fresh water and
seek immediate advice from manufacturer prior to use.
A special sand and clay barrier is installed on all fibre ropes used for mooring operations
(see figure):

Outer cover Polyester cores

Sand Barrier

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

Mobilisation
The ropes should be spooled on to the vessel’s drum, under tension, using a spooling
device which shall be either secured on the vessel’s deck or secured on the quayside
leading to the stern of the vessel.
The Mooring Equipment Representative shall ensure that the following points are in
place prior to commencing the loading of the fibre ropes:
• Clear deck policy is adhered to during the operation
• Ensure clear communication lines between spooling machine operator and
vessel winch operator are in place.
• Ensure that there are no obstructions in the path of the fibre rope.
• Ensure that the vessel’s winch is free from any sharp edges.
• Check socket compartment for other wire rope / shackles that may damage rope.
Also check that the dimensions of compartment are sufficient to fit the fibre rope
eye + fittings.
• The Inner end of fibre rope needs to be fitted with a spool piece, shackle and 10-
link chain adapter. This is to be connected to the wire forerunner on the vessel’s
winch.
• The spool piece in the eye of the rope shall be secured by lashing 10-12mm
ropes through dedicated holes in the steel spool.
• During spooling the fibre should never be in contact with the end-spool
termination.
• If spools are to remain in the fibres, protective matting must be utilized on the
vessel’s drum to avoid damages.

Connection of Sub-surface Buoyancy

When connecting subsurface buoys onto fibre rope segments during deployment, it is
highly recommended to use rope HMPE fibres such as Dyneema, Spectra or equivalent.
It is critical to ensure the buoy is fitted on the exact location according to the procedures
and that the rope is tight and well placed before over boarding.
The buoy and the grommet must be positioned prior to deployment in such a manner
that there is no chance of entanglement in the shackle of the buoy.
Each grommet used shall have a minimum break load at least five times the uplift of the
buoy, as per DNV- OS-E301 (July 2015) and shall have a polyester cover to minimise
friction and wear damages. Also, the grommets shall be choked under the shackle by
using polypropylene rope or shall be chocked on the shackle itself to avoid any
entanglements.

Stopping off Fibre Rope

Should there be any need for stopping off the rope during deployment then due
considerations shall be given to the tension involved, the dynamic loads and the water
depth.
The ropes have a submerged weight of approximately 5 kg/m and a guideline for total
weight of rope deployed over the stern roller should be as follows (reminder; this is only

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

the rope weight):

• 100 m water depth: Approx. 500 kg
• 200 m water depth: Approx. 1000 kg
• 300 m water depth: Approx. 1500 kg
• 400 m water depth: Approx. 2000 kg
• 500 m water depth: Approx. 2500 kg.
Dynamic loads should also be taken into consideration when looking into the weights
above.
It is generally recommended to use grommets of a diameter greater than 45mm to stop
the fibre rope on deck as the smaller rope may cut the jacket.

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 Appendix 11-B
Anchor Handling Systems, Set Up and Handling

8 Operation – Fibre in mooring lines

Disconnecting and connecting fibre line insert in shallow water

Several methods are being used for recovery and connecting fibre ropes in mooring
lines.
The following description is of the most common of these methods where PCP is hang
off from the rig and chaser stopper is between rig chain and fibre rope.
The following principles are recommended to be used for the different methods.

Disconnecting MOU with fibre insert:

• AHV to receive PCP from rig, connect work wire, chase out towards chaser
stopper.
• AHV to retrieve chaser stopper while communicating with rig. Rig to pay out
chain as required before recovering the chaser stopper to deck and secure.
• AHV to disconnect chaser stopper and connect work wire to chain segment and
lower work wire. Chain segment should have sufficient length such that the fibre
segment is not coming over the vessels stern.
• Vessel move towards rig while rig is recovering chain.
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Anchor Handling Systems, Set Up and Handling

• AHV to connect the 60m PCP to rig chain and deliver PCP to the rig.
• AHV to heave in work wire, recover and disconnect the chain segment and
recover fibre and any Sub Surface Buoys
• AHV to connect swivel and 400m pennant wire to anchor chain and buoy off,
using safe release method.

Connecting mooring line with fibre insert:

• AHV to recover Surface Buoy and pennant wire and secure the chain on deck.
Remove any swivel from bottom chain.
• AHV to connect and pay out fibre and any Sub Surface Buoys, secure adapter
on deck and connect chain segment to fibre adapter. Chain segment should be
of sufficient length such that the fibre segment is not coming over the vessels
stern.
• AHV to connect work wire to chain segment, move towards the MOU and
receive 60m PCP from rig, and secure rig chain on deck.
• Rig to pay out chain while AHV to heave in work wire and secure the chain
segment on deck.
• AHV to connect chaser stopper to rig chain and chain segment with a chaser
ring installed towards the rig. Connect the 60m PCP to the chaser ring. AHV to
report to rig and receive confirmation before lowering connection behind stern
roller.
• AHV to lower chaser stopper while rig recovers chain, chase back towards rig
and deliver back 60m PCP.

Note: When paying out fibre rope, pay special attention to fibre position on the stern.
High tension should not be observed during pay out; the fibre should be on the stern
roller and have a straight line towards the anchor or rig, in order to avoid high friction
which may cause heat damage.
With the fibre rope and rig chain secured in shark jaw and the vessel positioned 90
degrees on the mooring line; allow the vessel to find its own equilibrium with decreasing
power to avoid unnecessary use of power and strain to the equipment.
For deep water operations it is recommended to cool down the fibre with water spray
when the fibre is passing the stern roller in order to avoid overheating.

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 GUIDELINES FOR OFFSHORE MARINE OPERATIONS
APPENDICES

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

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GOMO APPENDIX 12 - A

ADVERSE WEATHER CRITERIA, RESPONSE AND RESCUE SUPPORT

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GOMO APPENDIX 12 - A

ADVERSE WEATHER CRITERIA, RESPONSE AND RESCUE SUPPORT

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