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Chevron Upstream & Gas (U&G)
One Upstream Marine Standard | One risk management process | Zero incidents
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Public
Upstream Marine Standard – U&G
Table of Contents
1 Standard ......................................................................................................................... 1
1.1 Purpose and Objectives ....................................................................................... 1
1.2 Compliance with Standards .................................................................................. 1
2 Chartering of Vessels .................................................................................................... 1
2.1 Introduction........................................................................................................... 1
2.2 Internal User Group Requirements ....................................................................... 1
2.2 Minimum Vessel Bid Requirements ...................................................................... 2
2.3 Mitigation Process for Vessels Below Preferred Specification .............................. 4
2.4 Terminal Support Vessel Operations – Attestation of Fitness ............................... 4
3 Competency ...................................................................................................................5
3.1 Introduction........................................................................................................... 5
3.2 Key Vessel Personnel .......................................................................................... 5
3.3 Minimum Competency Requirements ................................................................... 5
3.4 Assurance of Competency ................................................................................... 7
3.5 Mitigation Actions If Requirements Are Not Met ................................................... 7
4 Vessel Assurance .......................................................................................................... 9
4.1 Introduction........................................................................................................... 9
4.2 Vessel Inspections................................................................................................ 9
4.3 MODU Marine Inspections ................................................................................. 11
4.4 Upstream Marine Risk Management Process..................................................... 13
4.5 Verification Through Random Inspections .......................................................... 14
4.6 Bulk petroleum - Requirements and jurisdiction.................................................. 15
4.7 Subsea Installation Vessel Equipment Assurance Requirements (SIVAP) ......... 15
4.8 Strategic & High Impact/Low Probability (HILP) Transportation Verification
Standard ............................................................................................................. 17
5 Safety Culture Development ....................................................................................... 23
5.1 Introduction......................................................................................................... 23
5.2 Pre-contracting Safety Discussions .................................................................... 24
5.3 Safety Orientation ............................................................................................... 24
5.4 Operation Meetings ............................................................................................ 24
5.5 Crew Changes .................................................................................................... 24
5.6 Daily IFO Communication With All Vessels ........................................................ 25
5.7 CHESM/MSW/MSRE Work In Progress Activities integration............................. 25
5.8 Marine Investigation and Reporting (II&R) Reporting for MSRE scope vessels .. 26
5.9 Joint OVMSA Verification & Assessment (JOVA) Protocol ................................. 27
6 Personnel Transfer ...................................................................................................... 30
6.1 Responsibilities and Procedures ........................................................................ 30
6.2 Personnel Transfer by Basket/FROG ................................................................. 31
6.3 Personnel Transfer from Vessel to Vessel at Sea .............................................. 31
6.4 Boat Crew........................................................................................................... 31
6.5 Procedure for Boat Transfer in Specialist Operations ......................................... 31
6.6 Gangway Transfer of Personnel ......................................................................... 31
6.7 Gangway Transfer from Vessel to Shore ............................................................ 32
List of Tables
Table 1: Vessel Bid Requirements ............................................................................................ 3
Table 2: Vessel Personnel Competency Requirements ............................................................ 5
Table 3: Summary of Assessment & Verification Activities (SIVAP) ........................................ 16
Table 4: Project Execution Prioritization Matrix – Strategic and HILP Risks (2014) ................. 18
Table 5: Transportation Engagement & Assessment .............................................................. 19
Table 6: Marine Transportation ‘Pre-sail’ Verification Requirements ....................................... 23
Table 7: Minimum JOVA Assessments (Per Annum/per SBU) ................................................ 30
1 Standard
1.1 Purpose and Objectives
This procedure identifies the requirements and activities necessary to deliver safe, reliable
and efficient marine services in Chevron Upstream and Gas (U&G) business units. This
procedure will help business units sustain incident-free, reliable and efficient marine
operations.
Any situation where dispute arises (or determination is required) from the operational
application of the Upstream Marine Standard inside an SBU area of operation shall be
directed in the first instance to the SBU Upstream Marine Authority and if necessary
elevated to the U&G MSRE Advisor (U&G Upstream Marine Authority).
2 Chartering of Vessels
2.1 Introduction
This procedure describes the methods by which Upstream and Gas (U&G) will ensure that
contracted (and/or subcontracted) vessels are fit for purpose.
Section Detail
Scope Must be clearly defined to limit vessel operations within the vessel’s
capabilities. Areas to consider including are:
Area and Type of Operation
o Water Depth, if required for anchor handling
o Type of, and which specific installations the vessel will support
o Expected duration of contract
o 24 hours/7 days a week operational requirements
o Any special requirements or special cargoes
Vessel Vessel Type and status of Flag and Main Classification in accordance with
Specifications any coastal state requirements
It is recommended that maximum age of any vessel considered for service
(term, spot chartered or sub-chartered) is 20 years unless accompanied
Vessel by a Chevron approved vessel specific integrity assessment which is
specifications reviewed at least annually for vessels > 20 years.
shall be
Minimum Vessel Deck Dimensions and Capacity
clearly
defined. Minimum and Loaded Draft
Areas to Minimum Propulsion required in brake horse power (BHP)
consider Bow and Stern thruster requirements, if required
include: Is DP required? Shall have a Failure Modes and Effects Analysis (FMEA)
within last 5 years and valid DP survey.
Fuel Consumption at continuous and maximum outputs
Tank/Bulk Capacities for below deck cargoes – dry and liquid, if required
Cargo transfer pump capabilities, if required
Standard hoses and connections
Ideal transit/ most economical cruising speed
Number of passengers to be carried, if applicable
Is an anchor handing tug (AHT) winch required? Ideal length of tow and
work wire? Line pull winch? Shark jaw or Karm Forks (Ensure no Pelican
Hooks for anchor handing tug supply vessel (AHTS), Tow pin and Stern
roller safe working load (SWL)?
Is Fire Fighting Class-1 Notation (FiFi-1) required?
Standard navigational and life-saving equipment
Bollard Pull, if required
Date of most recent dry docking
Specific equipment or other capabilities
Verification Date of last vessel annual inspection
Date of last company audit
Details of any outstanding action items from inspections or audits
Details of any reportable incidents in past 12 months
Date of upcoming dry dock and inspections
Manning Number of crew – any additional crew required?
Requirements Experience and qualifications (see U&G – Competency)
Work Schedule
In the event that a vessel does not meet all the customer’s requirements, the customer must
be notified, and a risk assessment carried out by the offshore installation and verified by
the BU Upstream Marine Authority prior to acceptance.
The Attestation of Fitness Statement (fitness for duty) shall occur in all and each of the
following four (4) circumstances:-
a) At least annually as part of the OVIS risk management process associated with the
Annual OVIQ and SUPO (supplemental) marine inspections. The specific duties to be
undertaken and facilities to be deployed at shall be explicitly noted in the attestation.
b) Any newly chartered vessel is to be deployed in any terminal support operation.
c) Any replacement or substitute vessel is to be deployed in any terminal support
operation.
d) Before any planned change in terminal operational procedures is undertaken - or as
soon as any ‘unplanned operational procedural change’ is recognized as being required
as a result of Navigation Simulation Exercise output, change in terminal operations /
equipment or export vessel characteristics.
The above requirements apply to any vessel engaged in any support operations (or in any
contingent operations) which shall or may involve any physical towing connection to an
export vessel, production facility or export buoy.
Chevron internal OVIS (Offshore Vessel Information System) shall be used to record all
Attestation of Fitness Statements.
3 Competency
3.1 Introduction
Chevron U&G requires all vessels or units, whether contracted or owned, to be operated by
competent personnel. This procedure describes the methods by which Chevron will assure
the competency of key vessel personnel.
Master
Chief Officer
Officer of Watch
Chief Engineer
Certified watch-keeping Engineering Officers
Tow Master
Each SBU shall validate certificates of competency for all key crew members during the
periodical inspection process.
Standards and requirements for personnel serving aboard MODUs are governed by Flag,
regional and Port State requirements. Those requirements shall be assured in individual
SBUs.
Position Competency/Experience
Master Hold an appropriate Flag State certificate (or an endorsement from the
Flag State)
Hold a current STCW (Standards of Training for Crew and Watch-
keepers) certificate, as required by Flag State requirements
Have demonstrated the ability to communicate in the English language
For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
When in command of a vessel engaged in anchor handling operations,
have had experience as Master or Chief Officer in same activity within a
period of 2 years
Served as Master or Chief Officer on a vessel engaged in a similar type
operation within the last 12 months
Position Competency/Experience
Chief Hold an appropriate Flag State certificate (or an endorsement from the
Officer Flag State)
Hold a current STCW certificate, as required by Flag State requirements
Have demonstrated the ability to communicate in the English language
For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
When on a vessel engaged in anchor handling operations, have had
experience in same activity within a period of 2 years
Served as Chief Officer or other officer position on a vessel engaged in a
similar type operation within the last 12 months
Officer of Hold an appropriate Flag State certificate (or an endorsement from the
Watch Flag State)
(OOW) Hold a current STCW certificate, as required by Flag State requirements
Have demonstrated the ability to communicate in the English language
For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
Served as OOW on a vessel engaged in a similar type operation within
the last 12 months
Chief Hold an appropriate Flag State certificate (or an endorsement from the
Engineer Flag State).
Have demonstrated the ability to communicate in the English language
Hold a current STCW certificate, as required by Flag State requirements
For Dynamic Positioning Class 1, 2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
Detailed Knowledge of Failure Modes & Effects Analysis (FMEA)
When carrying out duties on an anchor handling operation have had
experience as Chief or Second Engineer in same activity within a period of
2 years
Served as Chief Engineer or Second Engineer on a vessel engaged in a
similar type operation within the last 12 months
Certified Hold an appropriate Flag State certificate (or an endorsement from the
watch- Flag State).
keeping Have demonstrated the ability to communicate in the English language
Engineering Hold a current STCW certificate, as required by Flag State requirements
Officer
For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
Served as Engineer on a vessel engaged in a similar type operation
within the last 12 months
Tow Master Hold a valid Master Class 1 Certificate of Competency
Hold a current STCW certificate, as required by Flag State requirements
Have demonstrated the ability to communicate in the English language
Have had experience as Tow Master in similar type operation within a
period of a year
Served as Master or Chief Officer in the offshore industry or served as an
Offshore Installation Manager (OIM) or Barge Master/Captain/Engineer on
a mobile offshore drilling unit (MODU)
Assurance of competency of the Tow Master shall be demonstrated by one of the following
methods:
3.5.1 Master
For Chief Officers joining a vessel with no experience in the Offshore Industry and
cannot meet the experience criteria detailed in Table 2, Chevron requires a mentoring
plan from the Marine Contractor’s Crewing Department before the Chief Officer will
be allowed to assume the position. When complete the plan must be signed off and an
assurance given by the Marine Contractor that all requirements have been met.
If the Chief Officer is new to the type of operations then he shall also participate in a
Chevron orientation briefing before engaging in that activity.
For OOW joining a vessel with no experience in the Offshore Industry and cannot
meet the experience criteria detailed in Table 2, Chevron requires a mentoring plan
from the Marine Contractor’s Crewing Department before the OOW will be allowed
to assume the responsibilities. When complete the plan must be signed off and an
assurance given by the Marine Contractor that all requirements have been met.
If the OOW is new to the type of operations then he shall also participate in a
Chevron orientation briefing before engaging in that activity.
For Chief Engineer joining a vessel with no experience in the Offshore Industry and
cannot meet the experience criteria detailed in Table 2, Chevron requires a mentoring
plan from the Marine Contractor’s Crewing Department before the Chief Engineer
will be allowed to assume the position.
3.5.6 Crew
Crew coming to join a vessel with no experience in the Offshore Industry must be
singled out by the Marine Contractor’s Crewing Department and the Master advised
accordingly. In keeping with STCW requirements a mentor must be appointed by the
Master.
Supernumeries and all passengers shall have Chevron approval to sail at least 24
hours prior to sailing. No persons of age 16 or under shall proceed to sea on any
Chevron chartered vessel. Assurance of these requirements shall be made during
vessel inspections.
4 Vessel Assurance
4.1 Introduction
In order to ensure vessels are fit for duty and safety standards are maintained, Chevron or
third-party inspections shall be required for all vessels or barges at least annually. This
procedure outlines inspection and verification requirements. Standard Safety Management
System (SMS) audits are addressed through the Contractor HES Management (CHESM)
process.
4.2.1 General
The contract owner/sponsor or designee shall verify that an annual inspection has been
performed using the Offshore Vessel Inspection Questionnaire (OVIQ) conducted by an
independent Oil Companies International Marine Forum (OCIMF) accredited Inspector.
Inland waterway dedicated tonnage or registered fishing vessels engaged in guard duty
operations may be inspected using local SBU Questionnaires that shall meet the
requirements contained in this Standard. All OVIQ’s will be available through the OCIMF
Offshore Vessel Inspection Database (OVID). A valid and ‘in-date’ OVIQ shall be a ‘pre-
hire’ requirement. The requirement for all applicable vessels/units to hold an ‘in-date’
OVIQ includes the follow requirements:-
This section establishes controls for situations where vessel Operators request Chevron’s
assistance in commissioning OVIQ inspections as part of the requirements to meet the
Chevron Upstream Marine Standard (§4.2.1). There are operational benefits to Chevron
and contractors in having vessels pre-populated with inspections in OVID. At the very
least, knowledge and assessment of earlier OVIQ inspections can be used to assess vessels
for future business. Chevron support vessels being registered and inspected within the
OVID system even in advance of vessel hire. This protocol details the procedures to follow
when owners/operators request OVIQ inspections outside of CVX SBUs or on speculative
projects where we do not have organisational capability. Local SBU strategies for
commissioning OVID inspections are not affected. (e.g. local SBU Marine Notice). This
protocol may be used to complement or supplement existing SBU OVID execution
strategies.
‘Inspection Proposal’ to Chevron for consideration. The proposal information must be sent
to the Global Upstream Capability team in Houston or an SBU Upstream Marine Authority
for consideration. The receiving Upstream Marine Authority is required to check the
inspector’s experience and record and to monitor the owner/operator/inspector combination
to ensure any potential conflict of interest is eliminated.
Procedure
Operator (Document of Compliance holder) submits the following completed ‘Inspection
Proposal Information’ form and sends to assigned SBU Marine Authority (SBU vessels)
OR the Chevron Upstream (Upstream Capability) for any non-SBU assigned vessels.
Chevron will consider the proposal, including an assessment of the inspector and if
approved, setup the Inspection in the OVID system based on the information provided by
the owner/operator in the form below.
The inspection file is transmitted to the nominated Inspector via email through OVID.
OVIQ is completed, uploaded and Chevron nominator is automatically informed.
Vessel owner/operator OVID rep. shall respond to observations (within OVID system)
once report is validated by Chevron internally. As per the normal OVID process
Following inspection, upload and validation, inspection report will be available to Chevron
SBU Marine Authorities worldwide. Information is assessed in the internal OVIS risk
management system.
OVMSA must be uploaded and released to Chevron in OVID Distribution Policy. The
Operator (DOC holder) as registered in OVID must be the one that completes the OVMSA.
If the Operator has registered a given vessel under an affiliate name (Ship Operator XXX
Ltd) then that entity requires an OVMSA in the system
Owner/operators are required to handle all contract arrangements with the OVID accredited
inspector on their account. Owner/operator contracts inspector.
Chevron expect the Inspection to take place on the date/time nominated in the submitted
Form and in all cases within 7 days of the proposed date.
Chevron carefully study the quality of the OVIQs submitted by inspectors and Chevron
reserve the ability to reject any nominated inspector at any time.
Chevron will report any misconduct in the use of OVID/OVIQ direct to OCIMF, London in
order to maintain and preserve the integrity of the system and the reports within.
This section applies to all U&G marine MODUs (Mobile Offshore Drilling Units)
including moored and/or DP drillships or semisubmersibles, jackups, submersibles and
tender assist drilling units. This section contains specific requirements for MODUs to hold
a pre-hire and/or annual OVID (OVIQ) or OVID based Inspection (Chevron Form name:
MODU.IQ) from 01 Jan 2014. This section clarifies the execution process that shall be
carried out in order to meet the inspection requirements laid down.
This section forms operating requirements to all MODUs included in ‘scope’. This section
establishes inspection requirements in areas such as marine regulatory compliance, DP
(dynamic positioning), rig moving, anchor handling, hose handling, personnel transfer and
communications. Additional drilling or subsea technical requirements not relating to the
Upstream Marine Standard are outside of the scope of this section and shall be assured
using other internal Drilling & Completions (D&C) SBU local or Corporate technical
verification Standards. SBUs may conduct additional suitability or assurance requirements
in accordance with local SOPs.
The MODU.IQ questions are primarily designed to highlight operational practices and
behaviour patterns, effectiveness of controls on board by sampling the effectiveness of the
safety management system at that point in time. The OVIQ is an objective document
reflecting the unit during the inspection; it does not include subjective comments or
opinion and does not state acceptability. Findings shall be assessed and managed in SBUs
by the Upstream Marine Authorities in partnership with the SBU drilling management
team.
The following requirements for any Marine MODU inspection are made:
SBU Marine Authorities (or delegates) shall be responsible for planning and
execution of the Annual marine Inspections using the requirements and
expectations defined in the section:-
The SBU Marine Authority or delegate shall ensure the interface aboard through
the Chevron Drill site leadership representatives.
The inspection team shall follow OCIMF inspection practices.
A briefing to the Chevron reps shall take place to explain the inspection process.
A briefing to the Contractors Reps and/or OIM and Master shall take place
explaining that this is not an examination.
All team members who attend to be fully equipped with PPE as per CUG and local
SBU requirements.
Use the MODU.IQ template and mark up any deficiencies.
If areas that cannot be looked at for whatever reason, simply take note on the
inspection form.
All MODU.IQ reports are to be uploaded to the OVIS database. If a given vessel
or unit is not registered in OVID, then the OVIS database shall be used to house
and rate the MODU.IQ data.
Outcome of all this will be a global U&G marine Inspection format and procedure
which we will issue as joint U&G / D&C Marine Note.
Specific requirements of the Marine Standard as they relate to MODUs shall be
addressed as part of the Chevron MODU.IQ exercise. The following requirements
shall be assessed during the inspection process. (personnel transfer, hose
management, DP Standard (WSOG/CAMO limits in place, review of annual trials,
FMEA, review of DP incident reports in previous 5 years etc.), SIMOPS processes
including acoustic plan (DP vessels/units), communications methodology and
cargo transfers.
A clear communication strategy for conclusions and reporting to the shore based
BU D&C management shall be developed by the SBU Marine Authority (or
delegate).
The inspection team shall promote the use of Stop Work Authority (SWA) and
Injury and Incident Free Operations (IFO) aboard the inspected vessel or unit.
From Jan 1, 2014 Operators of all ‘OVID Applicable’ vessels or units as defined in § 4.2
(Upstream Marine Standard) are required to complete the online OVMSA (Offshore Vessel
Management and Self Assessment) (OCIMF, Oil Companies International Marine Forum)
in order to align with Chevron Upstream OE expectations and to purposefully drive quality
improvement within their management systems.
As part the requirement for Operators to make use of OVMSA, it is important for CU to
provide direction on expectations in seven (7) keys areas. The Seven Keys below are
thematic and not inclusive but provide a flavour for the types of commitments Chevron are
seeking in the highest performing and most OE aligned marine Contractors. Overall
Chevron Upstream direction, aims and Expectations are summurized:-
Rationale guidance: The Chevron Upstream Seven Key Marine Expectations are designed to
accomplish 5 key aims:-
Connect Chevron Upstream OE vision (as a major offshore charterer) directly with
Ship Managers / vessel Operators.
Connect Chevron Upstream OE vision directly with marine crews.
Communicate and display willingness to accept accountability for driving OE culture
& OE performance in marine operations in our areas of activity.
Open channels for sincere and like-minded Ship-owners / Opreators to partner with
Chevron to deliver against the Expectations. Identify ‘willing’ Contractors and help
move from a ‘combative’ to a ‘collaborative’ and more ‘vested’ relationship with as
many suppliers as possible.
Allow vessel Operators to develop and explain their operating and improvement
‘cases’ across seven key risk and reliability areas using a common global approach.
Any vessel or barge carrying bulk petroleum or chemicals owned by any CVX entity; or
which will be delivered to or loaded from any CVX entity; or which is chartered by any
CVX entity: or which will be berthing at any CVX, owned, operated or leased facility or
terminal/installation shall first be nominated to, and approved by, Chevron Shipping
Marine Assurance Group before it is contracted. Every contract or charter party allowed
under CSC DOA must include an appropriate vetting clause so that if any vetting approval
is rescinded, any vessel may be re-delivered or operations suspended without undue
penalty. CSC Marine Assurance has worldwide coverage with offices in London,
Singapore, San Ramon and Houston. Any office can provide assurance reviews but are
conveniently located across time zones to meet SBU needs.
CSC Marine Assurance Direct Contact: CSC Chartering and Clearance, central email:
cscvcc@chevron.com
This section clarifies jurisdiction in cases when any new or existing (non vetted) bulk
petroleum transportation options are considered inside an SBU, either by base business or
projects. This section clarifies Marine Assurance requirements across any operation or
project within Chevron Upstream.
Due diligence for the pipelay installation equipment and installation method proposed shall
be achieved via a technical assessment prior to contract award. This requirement is made
in order to establish adequacy and fit for purpose of the vessel pipelay equipment for the
intended application. Each SBU or Project shall assess the nature of the operations and
proposed construction technique during FEED and/or appropriate pre-award phases. The
SBU and/or Project should establish contact using the central email address below as early
as possible in order that SME advice, contractor or vessel feedback can be applied early by
the SME group. Step 1 is advisory in nature and used to introduce lessons learned from
previous projects and audits. The definition of assurance requirements shall be determined
through existing Chevron Engineering Standards following consultation between the SME
group and the project team.
Technical assurance of the service and proposed installation vessel(s) shall take place for
all operations. The pipelay equipment assurance shall compliment the mandatory OVID
and Supplemental SBU inspections performed under the Upstream Marine Standard or
other OE Processes. A joint approach involving appropriate SMEs representing subsea and
marine is encouraged. The definition of assurance requirements shall be determined
through existing Chevron Engineering Standards following consultation between the SME
group and the project team. Marine requirements are contained in the Upstream Marine
Standard.
Activity Requirement
Prior to award Prior to the Contract Award, ETC FE shall be consulted by SBU
Contract Owner on the assessment of the proposed construction
vessel(s) to ensure adequacy to perform the intended work scope
including contingency and scope uncertainties. Potential
knowledge gaps should be identified and submitted to the project
team for consideration during contract negotiations. This phase is
an engineering assessment to ensure that the proposed vessel is
capable of the intended scope. The engineering assessment
report will be reviewed and approved by the project team.
Activity / Operating Phase
SBU Contract Owners and project teams are encouraged to contact ETC FE (via central
global email) in order to discuss the utilization of local OC and SMEs as much as possible
or where practicable. The local technical organizational capability development of SMEs
will ensure consistent application of this assurance process and deliver adherence to
Chevron Standards. Engagement with ETC FE throughout the process, including the
delivery of results and capture of data and intelligence will add value to the central
repository. This data can in turn be shared across SBUs and Projects in a timely and
consistent manner. The assigned SBU Upstream Marine Authority and SBU and/or Project
subsea teams shall co-operate with the communication and execution of these requirements
and join to drive simplification and integration.
ETC FE (Subsea Pipeline Construction and Installation Technical team) Global group
direct contact: ETC group mailbox should be contacted directly.
This section serves to clarify the requirements whenever installation services are required
inside an SBU area of operation, either in Small (SCP) or Major Capital Projects (MCP) or
base business lead projects.
This section applies to any vessel or barge nominated to undertake any wet or dry
transportation of any cargo, structure or load/s and identified by the project or SBU (using
the Project Risk Execution Matrix) and assessed as “Strategic” or “HILP” (High Impact,
Low Probability) Risks which are intended to deliver structures or cargo from outside of
the SBU area of operation to a location inside an SBU area of operation. In addition, all
such transportation activities taking place wholly within the SBU area of operation shall
conform to this Standard.
In addition to the risk management requirements contained in this Standard, any applicable
transportation activity shall require detailed independent technical verification as detailed
in this section. Strategic and HILP risks are those activities defined in the Prioritization
Matrix (Table 1).
This Verification and Assurance Standard contained in this section (§ 4.8) enter into force
from 1st Jan 2015. For existing major capital projects, with transportation vessel selection
signed before 1st Jan 2015, implementation of Step 2 of this Standard is strongly advised
however shall be at the discretion of the individual project leadership team. Existing
approved Upstream Marine Standard as amended applies to all in-scope assets within an
SBU Area of Operation.
NOJV Activities are not in scope of the MSRE Process or this Standard however, any
advice or advisory services provided to NOJV for projects in SBU shall be made on the
basis of this Standard.
This Standard details formal requirements whenever strategic or HILP risk transportation
services are planned, either in Small (SCP) or Major Capital Projects (MCP) or in base
business operations. Aged contracts shall be handled on a case by case basis. For existing
projects post contracting implementation will be at the discretion of project leadership
team.
Table 4: Project Execution Prioritization Matrix – Strategic and HILP Risks (2014)
Due diligence for the transportation plan and transportation method proposed shall be
achieved via a technical assessment prior to contract award. Early engagement with JVT
SMEs should take place in order to establish fit for purpose and combined adequacy of the
vessel and cargo for the intended transportation. As required by Project Planning
requirements, each SBU or Project shall assess the nature of the planned operation and
proposed transportation methodology during FEED and/or appropriate pre-award phases.
The SBU and/or Project should establish contact using the central email address (below) as
early as possible in order that SME assurance advice and lessons learned can be considered
early by the SME group. Step 1 is used to introduce lessons learned from previous projects
and create common understanding of applicable verification Standards. Requirements are
determined in applicable Chevron Engineering Standards (CES) as well as MSRE, MSW &
SBU OE Process requirements. The Standard of verification and assurance should be
established in each case as part of the consultation between the Joint verification team and
the Project in this step. The JVT should be involved in the development of a project
specific support plan to address the Step 1 activities and Step 2 assurance verification
requirements.
Activity Recommendation
Prior to contract
award scope detail Prior to the Contract Award, it is a recommendation that the Transportation
Joint Verification Team JVT (MTJVT@chevron.com) should be consulted by
the SBU or project contract owner. A Transportation Assessment of the
proposed transportation plan/vessel(s) to ensure adequacy to perform the
intended work scope should take place and be shared to build common
understanding across the project and provide improved decision quality and
technical validation. The Assessment should be made by the SBU/ Project
and potential knowledge gaps should be identified and submitted to the project
team for consideration during planning or contract negotiations. This phase is a
technical assessment which should form part of normal Project assurance
practice. The Transportation Assessment should be reviewed by the joint
verification team. Awareness of applicable Chevron Standards and verification
of expectations is the key priority during this phase. Details of the specific
verification requirements introduced in Step 2 shall be considered during the
engagement activities in the Step 1 phase of planning.
2.
MOCS(CSC) Vessel FMEA/FMECA review Single worst case failure modes in a) propulsion, b)
(applicable to all transportation power generation and c) heading control to be
vessels carrying strategic or HILP defined in a suitable analysis and shared with SME
3.
MOCS(CSC) FMEA/FMECA of ballast control Single worst case failure modes in a) mechanical,
(may form part of Item 2 for b) piping and c) ballast control systems to be
vessels). Requirement made for all defined in a suitable analysis and shared with SME
vessels and barges carrying group. Standard of verification shall be confirmation
strategic or HILP cargoes as that vessel is fit for purpose. Ref. Standard FMEA
determined by the project. Management Guide IMCA M178 & M 166 –
Guidance on Failure Modes and effects analysis
(FMEAs). A basic FME(C)A will be appropriate to
identify redundancy in a), b) & c) above.
4.
SBU UMA OVID (Offshore Vessel Inspection Requirements as per Upstream Marine Standard
Database) Pre-hire / Annual and SBU or technical inspection requirements to be
Inspection & OVIS Review and risk concluded following Upstream Marine Risk
assessment concluded Management Protocol. OVIS review required for
any vessel, tug and/or barge.
5.
UC Marine Crew competency requirements Completion of online assessment by registered
Operator (OVID, OCIMF) & Ref: FFS-PU-5116-B
6.
SBU UMA OVMSA Operator Assessment Completion of online assessment by registered
published and released to Chevron Operator (OVID, OCIMF)
online in OVID database
7.
UC Marine Joint Verification & Assessment Exercise to be held at offices of registered Operator
(JOVA) Exercise of vessel Operator (OVID). Joint exercise designed to assist the
for vessels carrying strategic or Operator. On site JOVA Exercise shall be in place
HILP risk cargoes as determined by and/or conducted as early as possible following
the project. vessel selection. Applies to Operators of any
proposed tug or vessel. Ref. Upstream Marine
Standard JOVA Protocol. A separate JOVA
Assessment may not be required if one is already in
place for the Operator from earlier work with
Chevron.
8.
MOCS(CSC) Underkeel clearance & squat review Operators Policy review meets minimum standards
for all voyage stages include port, of detail for entire voyage including contingency
coastal and open water transit routes. (Ref. ICS Bridge Procedures Guide 2007)
stages
9.
MTJVT Transit weather and motion Chevron Recommended Practice: Chevron
operational limits setting exercise recommends adoption of Operational Guidance on
completed Operational Activity Planning Ref: IMCA M220 Nov
2012.
10.
MOCS(CSC) Load Plan CES Ref: FFS-PU-5116-B & U&G MSW a)
Appendix L Lifting and Rigging Standard and b)
Appendix B PPHA (Planning Phase Hazard
Analysis)
11.
MOCS(CSC) Discharge Plan CES Ref: FFS-PU-5116-B & U&G MSW a)
Appendix L Lifting and Rigging Standard and b)
Appendix B PPHA (Planning Phase Hazard
Analysis)
12.
UC Marine Routing / Routing Management Plan Plan to include definition of Place of shelter for
& Global geographic vessel tracking each transportation leg, medevac plan. Plan to
Plan include means of global vessel tracking. Process
shall meet requirements of Chevron CES (FFS-PU-
5116-B). Vessel position and weather condition
updates shall be undertaken at intervals of at least
24 Hours. Access to vessel tracking data shall be
provided to Chevron after formal agreement with
vessel Operator. This information may be
contained within the main transportation manual.
13.
UC Marine Event and daily reporting & Procedure in place and positively verified.
communications Plan
Process shall meet requirements of Chevron CES
(FFS-PU-5116-B). All reports including failures
shall be reported to Chevron JVT team. Reporting
information may be contained within the main
transportation manual.
14.
SBU UMA Security plan review including Procedure in place and positively verified. BMP4
positive verification from all Port (Best Management Practice) & IMO Anti-Piracy
state agencies threat levels are Guidelines is provided in IMO Guidance to Ship
known and incorporated in plan Owners and Ship operators on prevention of acts of
piracy to be Standard basis for any transit. The
inbound SBU Upstream Marine Authority shall co-
ordinate a review of the Operators Voyage Security
Plan with CSC Security which shall be approved by
the inbound SBU Security lead Advisor.
15.
SBU UMA Arrival port Logistics Plan Procedure in place and reviewed by inbound SBU
Upstream Marine Authority (arrival SBU area of
operation). This information may be contained
within the main transportation manual.
16.
MTJVT Marine Transportation related Any MWS recommendations are reviewed and, if
recommendations made by required, closed out prior to load out. Standard:
assigned MWS (Marine Warranty CES Ref: FFS-PU-5116-B
Surveyors)
17.
Other verification activities deemed Details or written confirmation from the JVT Team
necessary to ensure compliance that no additional verification is required.
with all Port or Flag State and
applicable Chevron Global or SBU
OE or technical Standards. As
defined in the overall project /
transport support plan.
Verification Positive and formal confirmation against the full range of required verification activities
Deliverable tabled above (1-17) shall be endorsed by a management representative of the Joint
Upstream Team prior to commencement of the proposed transportation operations.
Contact MTJVT@chevron.com
Project teams are required to contact the central Joint Verification Team using the central
global email address included in Table 6. Engagement with the team throughout the
process, including the delivery of results and capture of data and intelligence will add value
to the central repository. This data can in turn be shared across SBUs and Projects in a
timely and consistent manner during subsequent Step 1 phases through the process and
Upstream Marine Risk Network. The assigned SBU Marine Operations team, local
Upstream Marine Authority and SBU and/or Project transportation teams shall actively co-
operate with the communication and execution of these requirements. Central aim is to
join subject matter experts to drive simplification and integration between base business &
projects It is vital that prevailing local maritime customs, regulatory or operational
conditions relating to the project be assessed in close cooperation with the SBU Upstream
Marine Authority & local logistics / BB Ops teams during the planning of any inbound
transport. If in doubt in any phase in relation to the application of this standard, projects
should email the Central Joint mailbox MTJVT@chevron.com for specialist advice.
The Marine Contract Owner or Chevron Project Manager shall ensure that all vessel
operators shall have documented crew-change procedures. The crew-change procedures
shall include a handover meeting between the senior officers of the existing and
replacement crews. This handover meeting should address, at a minimum, the following:
Two (2) Chevron SBU facilitated Marine Contractor meetings per annum shall take place
for each contractor registered within the CHESM System. The contract owner (or delegate)
shall set the meeting schedule and agenda. The purpose of the meetings is to share
contractors’ HES experiences, best practices and review the contractors’ marine safety
metrics. The events shall also be used to assess contractors’ performance against the
Chevron Seven Key Upstream Marine Expectations. The standard CHESM Performance
Review template shall be included within the meeting documentation and results reviewed
during each meeting. The data shall be shared with the CHESM Process Advisor by
appropriate means.
The CHESM Performance Review template is included in the standard Upstream JOVA
Protocol and shall be completed during any JOVA Assessments. Completed JOVA reports
shall be made available to CHESM Advisors through the internal OVIS System (Offshore
Vessel Information System).
A SUPO (OVID Supplemental) Inspection format is used across Upstream. The SUPO
form shall be used to supplement any existing Annual OVIQ Inspection (OCIMF, London)
and shall include local SBU parameters as necessary. The SUPO shall include the standard
CHESM/MSW Field Verification template. All SBU Random inspection or other
inspection forms shall also include the CHESM/MSW Field Verification template.
SBU Upstream Marine Authorities shall liaise with the SBU CHESM & MSW Advisors
(or delegates) and receive training in the correct use of CHESM /MSW Performance
Reviews. All SBU marine personnel assigned to vessel inspection duties shall receive
training in the use of the Field Verification template. Arrangements shall be made within
SBUs to ensure information is shared with CHESM/MSW following any MSRE related
Work in Progress activities. Data may be shared through the Chevron OVIS System.
This section emphasizes requirements for the notification; investigation and reporting of
incidents and near misses which involve MSRE scope assets. Correct application of II&R
will avoid inappropriate, untimely or erroneous reporting. It is vital that the approved
Incident Investigation and Reporting (II&R) SBU OE Process requirements are followed at
all times.
The requirements in the section do not amend or change any aspect of the II&R OE Process
or procedures, and merely enforces the appropriate SME involvement in investigation and
reporting of marine related incidents and near misses. The current annual edition of the
OEDRS (OE Data Reporting Standard) applies in all cases for boundary determination.
The SBU Upstream Marine Authority holds responsibility within the MSRE OE process to
be a consultant or participant in all marine-related incidents and near miss investigations
relating to MSRE scope assets. The SBU Upstream Marine Authority (or qualified
delegate) is expected to be available upon demand and at short notice in response to any
request for participation
Notification: The SBU Upstream Marine Authority should be notified and consulted as
SME (Subject Matter Expert) in relation to the application of boundary determinations as
well as incident classification.
Level 1 Events: The SBU investigation team may include the SBU Upstream Marine
Authority (or qualified delegate) in marine (MSRE scope) related events. As a minimum,
the SBU Upstream Marine Authority should review Level 1 investigation reports prior to
the conclusion of the investigation.
Level 2 or 3 Investigations: The SBU Upstream Marine Authority (or qualified delegate)
is expected to be either an RCA Team Member or an active consultant in any marine
(MSRE scope) related Level 2 or Level 3 investigations. The SBU Upstream Marine
Authority is expected to review findings with the RCA team.
The SBU Upstream Marine Authority (or qualified delegate) is expected to be available
upon demand and at short notice in response to any request for participation. The SBU
Upstream Marine Authority is ideally placed to call upon additional support resources as
may be required.
their published Self Assessments within the OVID system. SBU Upstream Marine
Authorities are required to communicate the requirements contained in this Protocol to all
applicable Contractors. The Seven Key Upstream Marine Expectations have been or shall
be communicated to all applicable in-service or prospective marine contractors.
The OVMSA questions & stages are primarily designed to assess the effectiveness of an
Operator’s management controls by sampling the effectiveness of the safety management
systems in their office and on aboard their vessels. JOVA is an objective ‘data driven’
assessment which reflects the joint assessment made during the Verification Assessment; it
does not include subjective comments or opinion and does not state acceptability or
otherwise. Observations from any JOVA shall be assessed and managed internally either
within SBUs by the Upstream Marine Authorities (in partnership with the contract owner)
or the central Upstream Offshore Assessment team. The vessel Operator is responsible for
developing a post Assessment action plan and the role of the JOVA process is to provide
guidance to that plan in a collaborative manner. The JOVA Process is NOT an Audit
process.
1. A central OVMSA Verification support team provides support to SBUs. This team
will provide Independent Assessors to lead the JOVA process and guide the reporting
and engagement efforts within SBUs.
4. Any Verification Assessor assigned to a JOVA Assessment shall meet the minimum
level of qualification, experience and competence. The Offshore Marine Assurance
Manager shall approve deployment of Assessor/s as part of the pre-inspection plan
§1.2. All Assessors shall receive appropriate quality assurance / ISO/ ISM Lead
Assessor training and SBU business and supplier familiarization.
5. It is recommended that as a minimum the JOVA shall take place with a 2 (two) person
SME team over a 2-3 day period although this period will vary depending upon vessel
Operator type, assets deployed, location, makeup of verification team and operational
complexity of contracted vessels.
6. The Central Upstream Assessment support team shall maintain a register and annual
assessment plan which shall be shared with the Upstream Marine Risk Network
members at regular intervals.
7. Metrics tracking the effectiveness of the JOVA process shall be defined and records
maintained.
8. Upon completion of a Joint Verification Assessment, the Lead Assessor shall publish a
JOVA Report and share the report with a) Contract owner and b) SBU Upstream
Marine Authority and c) CHESM representative.
9. The JOVA Summary Report shall be forwarded to the Operator following the
conclusion of the Assessment.
10. Results of all Verification Assessments and formal JOVA Report shall be recorded in
the Chevron internal OVIS (Offshore Vessel Information System) database.
Verification Assessments shall be conducted to align with SBU CHESM process
requirements and information shared through the OVIS & CHESM databases.
Findings and follow-up activities shall be made available to CHESM Advisors. The
JOVA protocol complements CHESM and is more comprehensive in the area of vessel
ship management effectiveness including process safety risk. This process shall be
used to integrate and reduce duplication of effort at the SBU level to assist marine
contractors.
11. Depending on the associated risk and quality of assessment. An agreed period of re-
review (either 1, 2 or 3 years) shall be determined by the central Assessment team
following a review.
The Offshore Assurance Manager (Upstream Capability), in co-operation with the SBU
Upstream Marine Authority, shall determine the number and type of Contractors in use in
their SBU. As part of the Annual MSRE Continual Improvement Plan (CIP), an
assessment shall be used to determine a number of JOVA Assessments to be completed in a
given calendar year within the SBU. The assessment shall be made based upon fleet size,
total spend and overall risk profile based upon factors such as
The above Table 1 is indicative only. Individual SBUs may elect to conduct more
Assessments based upon their risk, fleet or overall contractor performance level and need.
Each SBU is able to call-in a JOVA Assessment upon request based upon operational
circumstances or at the request of management. Any JOVA (Joint Verification &
Assessment) exercise may only be conducted using the protocol detailed above.
6 Personnel Transfer
6.1 Responsibilities and Procedures
As for most potentially hazardous operations carried out in the offshore environment, the
safety of personnel can be greatly improved by careful and systematic job safety analysis.
This section details the procedures and precautions to be taken. All personnel involved in
any type of the following transfer shall be equipped with the statutory personal protective
equipment (PPE).
The weather limits for various types of transfer operations shall be determined. A detailed
pre-transfer risk assessment shall be used to ensure that established weather limitations are
not exceeded.
In addition, the crane operator shall have a line of sight to the Signal person at all times
throughout the operation. Weather conditions must be assessed and form part of the JSA.
Transfer of personnel by FRC, daughter craft, workboat, zodiac or rigid inflatable boat
(RIB) can only take place once the responsible persons for each of the vessels or units
between which the transfer is intended have given permission and following an inclusive
risk assessment.
Life jackets and safety helmets shall be worn by both crew and passengers during transfer.
Where practicable a lifeline shall be attached to passengers during embarkation and
disembarkation.
All personnel who intend to use the gangway facility shall have a full understanding of the
control system in use and its importance prior to transferring across the gangway. They
must also have a full understanding of procedures in force for emergency situations.
When access equipment is provided from the shore it is still the responsibility of the
Master to ensure that this equipment is suitable and meets the following minimum
requirements:
Both Master (and Duty Navigation Officer) and the passenger shall mutually agree to a
swing rope transfer before the action takes place.
When a transfer is imminent, the Master shall ensure that the following is adhered to:
Crew member fully equipped with appropriate PPE will be on the vessel landing
stage to assist the passenger during transfer
Crew member and/or passenger will confirm the rope is in good condition and not
coated with oil, mud or chemicals. If a defect is observed the rope shall not be used
and a hazard observation or condition report will be submitted to relevant marine
controller or facility management.
For transfer, a work vest must be worn and fully donned.
Passenger must use both hands to grasp the rope and should not wear gloves.
Light weight hand carries can be passed across from the vessel passenger landing
stage to the platform, but where there are numerous or heavy items a small basket
shall be used.
Passenger shall not wear heavy back packs nor any tools attached to waist belts.
Passenger shall not stand on the top of the vessel tire fenders.
Life ring(s) shall be positioned, readily available for use, near the vessel’s passenger
landing stage.
7 Cargo Handling
7.1 Introduction
The loading, stowing, and discharging of cargo to and from a vessel are activities that pose
significant risk of injury. The following are intended to mitigate these risks. The individual
vessel Master has ultimate responsibility for acceptance of cargo to and from the vessel and
the stowage and separation of cargo on and below deck. Lifting gear used in cargo
handling shall be colour coded. All lifting gear shall be subject to appropriate pre-lift
inspection.
7.2 Containers
All small cargo items and palletized materials for transfer to and from offshore installations
shall be containerized. Where offshore installations/facilities cannot accept containerized
cargoes due to design limitations and/or abnormal conditions, a facility-specific variance
request (stating the reasons for request) shall be submitted and approved by the Supply
Chain and HES Manager as well as the receiving facility Manager prior to non-
containerized material being shipped.
are permanently and clearly marked with maximum design gross weight capacity, net
empty weight and other relevant information, colour coded and
shall have a time bound inspection process in place.
The slinging of pallets, or the use of pallet carriers, is deemed unsafe practice and should
be discouraged. Furthermore, pallets alone shall not be used for transportation of
equipment offshore. The shipment of palletized cargo shall be in metal containers or
baskets appropriate for the need, however, due to limited lay-down space on some small
facilities, the use of pallet carriers can be accepted following detailed site specific risk and
handling assessment. In this case, a variance procedure shall be followed as detailed
above.
All critical/heavy lifts shall require a lifting plan to be developed prior to commencing the
operation. This plan will include a Job Safety Analysis (JSA) involving the relevant
personnel for both loading and discharging.
Where tag lines have already been installed on the load, a boathook should be considered
to be used to retrieve the tag line in order to avoid being close to or under the load.
7.5.1 Hazards
Additional hazards associated with the use of tag lines include the following:
Potential injuries from dropped objects as a result of the personnel handling cargo
having to work closer to suspended loads than would normally be the case.
Potential injuries from slips, trips and falls associated with distracted personnel.
Potential injuries resulting from the personnel handling cargo being dragged across
the handling area because of a heavy load rotating in an uncontrolled manner and/or
the tag line becoming entangled in limbs or clothing.
7.5.2 Do’s
Make sure that at all times the personnel handling tag lines 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 45 degrees.
Keep all sections of the line, including slack, in front of the body, between the
handler and the load.
Ensure that when two or more persons are handling the same line, ALL of them must
work on the same side of the line. Any slack must be kept in front of the group.
Hold the tag line in such a manner that it can be quickly and totally released.
Take extra care when using tag lines while wearing gloves to ensure that the line does
not become entangled with the glove.
7.5.3 Don’ts
Don’t secure or attach tag line in any manner to adjacent structures or equipment.
This includes the practice of making a “round turn” on stanchions or similar
structures and surging the line to control the load.
Don’t loop tag line around wrists, or other parts of the body.
Don’t retrieve taglines by going under load.
8 Anchor Handling
8.1 Introduction
This procedure applies to all anchoring operations being carried out, or planned to be
performed within an area controlled by Chevron Upstream and Gas. Their purpose is to
standardize such operations and ensure that they are carried out in the safest and most
practical manner. They will apply to all operations involving anchoring and the
deployment of moorings at any site operated by Chevron Upstream and Gas.
Requirements for Simultaneous Operations (SimOps) planning and procedures are
contained in the MSW OE Process in the U&G Simultaneous Operations Standard.
Simultaneous Operations (SimOps) is defined as, but not limited to, performing two or
more of the following operations concurrently in close proximity:
Diving Operations
Horizontal distance
The 152.4m (500 ft) / 304.8m (1,000 feet) rule may apply when laying anchors for
pipelay barges, derrick barges and dive support vessels 1.
Vertical height
In shallow water, where the risk assessment identifies the anchor or anchor cable
coming into contact with exposed subsea structures, the Chevron Project
Manager/Team shall develop a mitigation plan to prevent underwater structures from
being snagged by anchor or anchor lines.
Adjacent mooring
Where the risk assessment identifies an adjacent mooring, the Chevron Project
Manager/Team shall develop a mitigation plan to address mooring and SIMOPS.
For DSVs, there should be consideration in using an anchor/assist tug when setting
anchors near platforms/risers to avoid snagging risers or structural members when
deploying or recovering anchors.
1
Anchors should not be placed closer than 152.4m (500 feet) from a pipeline and must be
placed a minimum of 304.8m (1,000 feet) from pipeline(s) when anchor wires cross over
that pipeline(s). Anchors shall be located in accordance with their company and regulatory
requirements around all existing wells, subsea valves, structures and magnetic anomalies.
In some regions, decking of anchors may not be possible. The SBU is to develop
procedures that will ensure that mitigation of the risks is addressed. This can include the
following:
8.10 Sockets
Short bow type sockets are required for any operation where they may pass over a roller or
drum under load (e.g. when anchor handling), long bow spelter sockets are not permitted.
Acceptable socket types include snub nose, gold nose, pee wee and Crosby mooring in-line
sockets. The use of alloy ferrule terminations is to be avoided.
9 Hose Management
9.1 Introduction
Improper selection and management of hoses used in support vessel operations present
risks to people and the environment. This procedure describes the methods by which
Chevron Upstream and Gas will make sure that hose management is aligned to industry
best practice.
NOTE: Bulk petroleum export hoses are not included within these requirements and are
covered by other processes and SBU specific procedures.
Ensure that all hoses are supplied with valid test certificates from manufacturer
A procedure in place to ensure the integrity of hoses on both vessels and installations,
which includes periodic testing of hoses and associated equipment
9.4 Connectors
The hose owner/provider (installation or vessel) shall make sure that all hoses have self-
sealing couplings for pollutants.
An example of an acceptable system is the IMO Hose Management System which along
with other reference material is available through the SBU Upstream Marine Authority.
The marine group in each SBU shall collect the data from the vessels’ log books. Each
SBU shall establish metrics that will capture time within the 500m safety zone. The
following may be considered, in addition to other data to indicate productive time and
utilization:
Idle time waiting to come alongside the installation to begin operations (this is not a
stand-by duty)
Idle time alongside (e.g. waiting for cranes, delays with helicopters)
Total time with the installation from entering to departing the 500 m zone or anchor
pattern
Waiting on weather and Idle time waiting for backload
The SBU Logistics group shall regularly share these metrics with the installation’s
management.
The marine coordinator/shore base shall create a Hazard Observation or Near Miss report
for each communication complaint from the vessels and these reports shall be evaluated for
corrective actions.
12 MODU Standards
12.1 Introduction
The risks associated with both near shore and deep offshore maritime drilling, testing or
well intervention are acknowledged. This standard applies to all MODUs including
moored and/or DP drill ships or semisubmersibles, submersibles, drilling jackups and
tender assist units in order to create a common approach to the management of specific
marine related risk associated with such operations.
12.2 Application
This Standard applies and forms operating requirements to all MODUs included in ‘scope’.
The Standard establishes requirements in areas such as marine regulatory compliance, DP
(dynamic positioning), rig moving, anchor handling, hose handling, personnel transfer and
communications. Additional drilling or subsea technical requirements not relating to the
Upstream Marine Standard are outside of the scope of this Standard and shall be assured
using other internal Drilling & Completions (D&C) SBU local or Corporate technical
verification Standards.
13.2 Application
All applicable vessels and/or units included in Scope.
13.3 Standard
Personnel shall not be placed in lifeboats, rescue boats or liferafts during a drill while these
are being raised or lowered or if a boat is not in its fully stowed position and secured.
Vessel or unit Operators/Owners shall ensure comprehensive Standard Operating
Procedures (SOP) for the testing and maintenance of all lifesaving applications are in
place.
Testing and drills shall be carried out with reference to the following:
Nothing in this Standard shall supersede any more stringent requirements imposed by any
port of flag state requirement or additional terminal requirements which are reasonably
deployed.
The Attestation of Fitness Statements shall be made following a review of the minimum
specifications defined. Minimum Equipment Requirements for specific terminals or
facilities are defined in Terminal specific Operating Procedures. Attestation of Fitness
requirements are included in § 2.4. Each SBU is required to produce and maintain detailed
terminal operating procedures. These procedures shall cover the operations undertaken by
the terminal and not specifically for the operation of support tugs. Terminal support vessel /
tug operation procedures shall be developed and maintained by the vessel operator and
assessed using the approved OVID/ OVMSA risk management process.
Testing requirements
All towing gear shall be tested on a regular basis and replaced as required. All towing
equipment in use should be checked before undertaking and towage operation and after
completion. Inspection of towing equipment shall include all ropes, wires, wire
terminations, shackles, messengers, winches, hooks, gobbing equipment, towing pins and
any other item specifically designed or used during towing (active or static) operations. In
date, test certificates shall be held on board for all equipment in use.
Operators shall maintain a tow log and tow spread maintenance program. Guidance on
acceptable level of detail and requirements shall be provided by SBU Marine Authority.
The IMCA (International Marine Contractors Association) publication Wire Rope Integrity
Management for Vessels in the Offshore Industry, M 194 is adopted.
All towing support vessels in scope of this Section shall hold a valid Bollard Pull
Certificate.
Operators are required to conduct new bollard pull tests every 5 years. The maximum
validity of any vessels Bollard Pull certificate is 5 years.
Max Bollard Pull Rating, Continuous Bollard Pull Rating and duration, Verification
process
Operational Checklists shall be amended to reflect to requirements listed above in
this Standard. Checklists shall be verified by the operations team. Checklists shall
include guidance notes to facilitate completion by marine inspectors.
Maintenance programmes aboard vessels shall include periodic inspections by a
subject matter expert/specialist for all equipment, including spare equipment. Spare
towing equipment such as pennant wires, stretchers shackles etc shall be located on
board the tow vessel as deemed necessary by the terminal and should be maintained
in good condition.
Equipment shall be inspected each time before use and on recovery after completing
towing operations.
Towing winch and towing hook release mechanisms are to be frequently tested for correct
operation. All methods of "tripping" or "run out" are to be tested (Pneumatic, manual pull,
lever or knock out etc).
Weather limitations
Terminal support / towing and line handling weather limitations shall be defined and
included in the BU standard operating procedures (SOP). Weather limitations shall define
all periods when the Tug Master shall be on the bridge during severe or expected severe
weather.
It is essential that watertight integrity is maintained on the main deck or towing deck at all
times whilst towing. This applies to all watertight doors, hatch openings and emergency
escapes. Openings that are required to be closed shall be clearly marked. Rubber seals and
locking dogs in watertight doors, hatch openings and emergency escapes shall be
maintained in a good working condition at all times
Maximum allowable vertical and horizontal tow line tensions shall be clearly displayed on
the bridge adjacent the towing controls at all times during terminal support operations.
Gobbing equipment
Shipmasters, Mooring and Tug Masters must have a clear understanding of girting and its
consequences. Girting can occur when the towline lies at right-angles or close to right-
angles from the centreline to the tug. The tug is pulled bodily through the water by its tow,
which can lead to deck-edge immersion, flooding and capsize; unless the towline is
released in good time.
Towing Pins, Bridles or gobbing equipment (rope/wire and shackles) shall be used by any
vessel when conducting an operation where any risk of girting exists. If the bridle or gob is
not connected to a winch, it should be made fast securely before operations. Bridles or gobs
must only be adjusted or released under the direction of the Tug Master. Gobbing
equipment shall be certified and MBL/SWL shall be the same as the tow wire and
associated rigging.