Operations Manual for Offshore Service Vessels Norwegian Continental Shelf (Revisjon 1-Sep 2011)-Eng

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OPERATIONS MANUAL FOROFFSHORE SERVICE VESSELS

NORWEGIAN CONTINENTAL SHELF



Effective from date: 15 Oct. 2010 Revision no.: 1 Rev. date:15 July 2011 Page: 2

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CONTENTS:

1

Hierarchy of guidelines for vessel operations ............................................................. 3

2 Purpose, scope, publication and follow-up .................................................................. 5

2.1 Purpose ............................................................................................................................. 5

2.2 Scope ................................................................................................................................ 5

2.3 Publication and follow-up .................................................................................................. 5

2.4 Document control .............................................................................................................. 6

2.5 Definitions and abbreviations ............................................................................................ 7

3 Responsibility and roles ................................................................................................ 12

3.1 Captain’s responsibility ..................................................................................................... 12

4

HSE ................................................................................................................................... 12

4.1 General ............................................................................................................................. 12

4.2 Reporting undesirable incidents ........................................................................................ 12

4.3 Notification and reporting of incidents subject to an obligation to notify ........................... 12

4.4 Operational nonconformities within the safety zone ......................................................... 13

4.5 Environmental factors – observation and reporting .......................................................... 13

4.6 Discharges/emissions and combustion within the safety zone ......................................... 13

5 Vessel, crew and equipment requirements .................................................................. 13

5.1 Vessel requirements ......................................................................................................... 13

5.2

Crew requirements ............................................................................................................ 14

5.3 ROV/project vessel requirements ..................................................................................... 14

6 Supply service ................................................................................................................. 14

6.1 Deck cargo – cargo in load carriers .................................................................................. 14

6.2 Loading and offloading – at supply base, quay facility, tank facility, etc. .......................... 15

6.3 Operation in marginal weather conditions ......................................................................... 15

6.4 Operational requirements for operation within the safety zone ......................................... 16

6.5 Personnel transfer with MOB boat .................................................................................... 18

7 Emergency Preparedness Service ................................................................................ 19

7.1 General ............................................................................................................................. 19

7.2 Handover between standby vessels ................................................................................. 19

7.3 Training and expertise ...................................................................................................... 20

7.4 Exercises .......................................................................................................................... 20

7.5 Near standby: .................................................................................................................... 20

7.6 MOB Boat/Daughter Craft/Fast Rescue Craft w/equipment ............................................. 21

7.7 Tanker assistance and emergency tow ............................................................................ 21

7.8 Oil spill response ............................................................................................................... 21

7.9 Vessel on collision course ................................................................................................. 23

8 Guard duty ....................................................................................................................... 23

9

Reporting routines (operational) ................................................................................... 23




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1 Hierarchy of guidelines for vessel operations

Hierarki over retningslinjer for fartøyoperasjoner

NWEA, retningslinje for Nordsjøen

(Danmark, Nederland, Norge og Storbritannia)www.nwea.info

OLF Kapteinshåndbok for operasjoner på norsk sokkelwww.olf.no

B. Selskapsspesifikke krav

1. Krav som ikke er dekket i overliggende retningslinjer, så som UHFfrekvensplan, krav til daglig rapport og RUH rapportering

2. Datakort (Data card) for alle offshore innretninger, faste og flyttbare.

3. Datakort for hver enkelt forsyningsbase, så som kaianlegg, VHF/UHF ogtelefonnumre.

A. Generelle krav

Nivå 1

Nivå 2

<Hierarchy of guidelines for vessel operations

Level 1 – NWEA, guidelines for the North Sea

(Denmark, the Netherlands, Norway and the UK)

www.nwea.info Level 2 – OLF Captain’s handbook for operations on the Norwegian Continental shelf

www.olf.no

A. General requirements




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B. Specific company requirements

1. Requirements not covered in general guidelines, such as UHF frequency plan,

requirements for daily reports and RUH reporting

2. Data card for all offshore facilities, fixed and mobile

3. Data card for each supply base, such as quay facilities, VHF/UHF and telephone

numbers.>




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2 Purpose, scope, publication and follow-up

2.1 Purpose

The purpose of these guidelines is to provide information to the crews on board offshore

service vessels that operate on the Norwegian Continental shelf associated with the

functions the vessels are to perform. These guidelines must be seen in connection with the

NWEA guidelines, and they supplement and clarify these.

In the event of different explanations/requirements in relation to descriptions in NWEA, the

text in these guidelines supersedes the text of the NWEA guidelines.

Note: There are also requirements specific to the Norwegian Continental shelf in the NWEA

guidelines. These are listed in Appendices N01 to N08.

2.2 Scope

These guidelines apply to vessels that are involved with supply, anchor handling and/or

preparedness in connection with exploration, development, production and decommissioning

offshore.

Vessels carrying out ROV operations or assignments within the subsea installations area,

with the exception of diving vessels, are also covered by these guidelines.

2.3 Publication and follow-up

OLF and NR (Norwegian Shipowners’ Association) are responsible for publication and

updating of this document. Operator-specific requirements are included in separate

appendices.

The document will be subject to updates at regular intervals, at least every two years.

Note: If OLF or NR find it appropriate and/or necessary, the document can be updated

outside of the fixed intervals.




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2.4 Document control

January 2010: New document

July 2011: Revision no. 1 with the following changes:

General: Some adjustment of numbering in chapters and sub-headings

Title changed by removing the term ”captain’s handbook”

Item 2.5 ”Definitions and abbreviations” Text added and removed

Item 3.1 Captain’s responsibility. Text added

Item 4 and 5 switched places, text added. Rewritten

Item 4.4 Operational nonconformity within the safety zone added as a new item

Item 5.1 New reference for NWEA 3.3.4.3 and NO3 Item 6 Rewritten, text added and removed

Item 6.1.2 Added reference to SOLAS, IMDG. IBC and Regulations 2009-12-08 No. 1481:

Regulations relating to transport of hazardous goods on board Norwegian ships)

Item 6.4: Added new reference to NORSOK R-003 and clarification of ”safety zone”

Item 6.4.2 Technical systems removed

Item 6.4.5 Radio silence removed

Item 6.4.6 Transport of freshwater: New number 6.4.4

Item 6.4.6 Transport of drinking water. Updated with new requirements and reference to:

Norwegian Institute of Public Health 2009. ”Sufficient, good and safe drinking water

offshore”. A guideline for designing and operating drinking water facilities on offshore

installations, Appendix 6Item 6.4.5 ”Transport and handling of methanol” added

Item 6.4.6 ”Special consideration when transporting hazardous products in bulk” added

Item 7.2 ”Handover between standby vessels” added

Item 7.3 ”Training and expertise” added

Item 7.4 ”Exercises” added

Item 7.5 ”Close standby” rewritten

Item 7.6 ”MOB Boat/Daughter Craft/Fast rescue Craftm/equipment” rewritten

Item 7.7 ”Tanker assistance and Emergency tow” rewritten

Item 7.8 ”Oil spill response” rewritten, new text added

Item 7.9 ”Vessel on collision course” rewritten




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2.5 Definitions and abbreviations

2.5.1 Definitions

Anchor handling

service: Service which includes anchoring of installations, replacing anchors,

presetting anchors, preparatory and finishing work associated with

anchoring/anchoring operations.

Standby vessels: Vessels that are assigned tasks with a Emergency Preparedness

Service associated with defined hazard and accident situations (DFU)

in the petroleum activities. Reference is made to each field’semergency preparedness plans.

Emergency

Preparedness

Service: Service which includes tasks in connection with hazardous and

accident situations in the petroleum activities, as well as being on

standby around installations.

Bridge procedure: Procedures which describe the distribution of tasks (responsibilities

and roles) for the navigators on the bridge, when there are two or more

navigators working simultaneously.

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

positioning system, which maintains the chosen position within a

defined movement characteristic from a given centre position, carried

out with a vessel or installation which fulfils the requirements pursuant

to the IMO regulations (ref. IMO MSC/Circ.645 Guidelines for vessels

with dynamic positioning systems).

Vessel on collisioncourse: Course which intersects the installation’s safety zone within 60

minutes.

Supply service: Service which includes transport of goods, including cargo in bulk to

offshore installations.

Pre-job conversation: Review of the job and risk aspects with involved personnel before

starting work ref. NWEA Ch. 7.4 ”toolbox talk”.

Facility: Installations and other equipment for the petroleum activities, however,

does not include supply and standby vessels or ships that transport

petroleum in bulk. Facility also encompasses pipelines and cables

unless otherwise determined. (Ref. ACT 1996-11-29 no. 72: Act




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relating to petroleum activities [Petroleum Act], and the PSA’s

guidelines to Section 2 of the Framework Regulations ”Offshore

petroleum activity”)

Maximum wave

height: Maximum wave height equals the highest wave that can be expected

out of 1000 waves. Maximum wave height is not normally provided in

forecasts, but can be presumed to be 1.5 to 2 times as high as the

significant wave height.

Loading/offloading

operation: Service which entails use of offshore cranes or transfer of bulk cargo

between the vessel and installation, other vessel or quay facility/base.

”Necessary

Certificates”: Applies to navigators and Engineers on board offshore service

vessels. This means that the navigators and Engineers have the

certificates necessary to operate the vessel/perform the position the

person in question is assigned on board the vessel, and is in

accordance with NMD/STCW requirements for applicable

vessels/vessel type and size, performance of main and/or generatorengines.

Area standby

Vessel: Standby vessel which is equipped to cover multiple installations in the

same geographical area.

Operator: The party which, on behalf of the licensees, is in charge of the daily

management of the petroleum activities.

OIM: Person-in-charge on board an offshore installation.

PSA: (Petroleum Safety Authority Norway) is subject to the Ministry of

Labour and Social Inclusion and has regulatory responsibility for

safety, preparedness and working environment in the petroleum

activities on the Norwegian Continental shelf.

Risk: The hazard which undesirable incidents pose to humans, the

environment and financial values. Risk can be expressed quantitatively

in multiple ways, but usually through the frequency of (likelihood of)and consequence of the undesirable incidents

Risk = f (Likelihood x Consequence)




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Risk elements: All factors which can directly or indirectly cause injury or harm to

personnel, the environment or material during all phases and activities

which the work task/operation entails.

Risk analysis: A systematic analysis, study, mapping of risk. A risk analysis is often

used in connection with projects, new facilities/vessels, significant

modifications of existing equipment (incl. vessels) but is not limited to

this.

Significant wave

height (Hs): The forecasts for sea areas often report the wave height. The

expected significant wave height is provided in metres. Wave height

means the vertical distance between the wave height and subsequent

trough.

Significant wave height is defined as the median value of the one-third

highest waves during a period of 20 minutes.

Safety zone: A geographically limited area with a restriction against, or limitations as

regards stay, passage or operations by vessels not involved with

petroleum activities, i.e. vessels that are not part of the licensees’

petroleum activities or that have not been granted full or limited access

by the authorities or licensees, including aircraft.

Unless the King determines otherwise, the zone stretches from the

seabed to a maximum of 500 metres above the highest point on a

facility in the vertical plane. The zone extends 500 metres horizontally

from the facility’s extremities, from where said facility is located at any

given time.

The zone does not restrict activity which is specifically allowed

according to the Petroleum Act or which is an exercise of public

authority.

Note: For several facilities on the Norwegian Continental shelf,

the extremities of the facility will be determined from

structures and/or facilities on the seabed. This means that

several fields and facilities have a safety zone exceeding a

500-metre radius.

Safe Job

Analysis (SJA): A systematic mapping and review of all risk elements before a specific

work task/operation, so that measures can be implemented to remove

or control the identified risk elements during the preparations for and

implementation of the work task/operation.




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Technical redundancy: The ability/possibility of a component or system to maintain or re-

establish its function when an error occurs.

Guard vessel: Vessels that survey/monitor ship traffic around unmanned installations

and/or subsea installations/pipelines.

Note: Guard vessel is not defined as ”offshore service vessel” in this

handbook.

Incident with obligation

to notify: Hazard and accident situations that have lead to, or which underinsignificantly changed circumstances, could have lead to

a) serious and acute injury,

b) acute life-threatening illness,

c) severe impairment or loss of safety functions or other barriers,

endangering the facility’s integrity,

d) acute pollution.




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2.5.2 Abbreviations

AHTS Anchor handling, towing and supply vessel

AIS Automatic Identification System

ATA Actual Time of Arrival

ATD Actual Time of Departure

WT Work Permit

CPA Closest Point of Approach

DFU Defined Hazard and accident situations

DP Dynamic Positioning

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

FMEA Fault Mode Effect Analysis

HSE Heath, Safety and the Environment

HRS JointRescueCoordinationCentres

HRS SN Joint Rescue Coordination Centre, Southern Norway (south of the 65 degree

latitude, located on Sola)

HRS NN Joint Rescue Coordination Centre, Northern Norway (north of the 65 degree

latitude, west of the 32 degree longitude, located in Bodø)

IMCA International Marine Contractors Association

IMGD International Maritime Dangerous Goods code

IMO International Maritime OrganizationISM Internation Safety Management code

ISPS International Ship and Port facility Security code

KLIF Climate and Pollution Agency (formerly SFT)

n.m. Nautical mile (def. as one meridian minute ~ 1852 metres

NWEA Guidelines for the Safe Management of Offshore Supply and Rig Move

Operations

NPD Norwegian Petroleum Directorate

OLF Norwegian Oil Industry Association

PSA Petroleum Safety Authority Norway

RUI Report on Undesired Incident

MD Maritime DirectorateSJA Safe Job Analysis

CCR Central Control Room

STCW International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers

TCPA Time to Closest Point of Approach

VTMIS Vessel Traffic Management & Information Service: Planning and information

database for the supply chain

WGS84 World Geodetic System 1984. All geographical coordinates in the document

are provided in WGS84.

WOP Waiting On Platform

WOW Waiting On Weather




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3 Responsibility and roles

3.1 Captain’s responsibility

On offshore service vessels serving on the Norwegian Continental shelf, the Captain

has the following areas of responsibility:

• Follow the guidelines in NWEA, (Captain’s handbook) – Operations Manualfor Offshore Service Vessels on the Norwegian Continental shelf and

contractual requirements, and ensure that the crew has adequate knowledgeabout these

• Be proactive and continuously consider improvements in relation to theoperations that are carried out at all times

• Ensure the crew on board possesses the necessary competence for safeoperation and handling of the vessel, including, but not limited to, FMEA, DPTrials and emergency manoeuvring.

Note: Nothing in this operations manual limits the captain’s responsibilities pursuant to national and/or international statutes, regulations and conventionsor the shipowner’s instructions.

4 HSE

4.1 General

The objective of offshore service vessel operation is to ensure that the activity does

not cause accidents, injuries or material losses. On board the vessel, there should be

documented procedures which clearly express this goal. The vessel and shipowner

must be ISM / ISPS-certified in accordance with international rules.

4.2 Reporting undesirable incidents

Vessels must have implemented an effective system for registration, follow-up and

prevention of incidents and near-misses. The system must cover all types of injuries

to personnel, emissions/discharges to the external environment, material assets and

must be documentable.

4.3 Notification and reporting of incidents subject to an obligation to notify

Vessels must immediately notify the operating company of the relevant area/fieldabout all hazardous and accident situations that occur. When the vessel is within a

Installation’s safety zone, notification must also be given. The notification to the




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operating company could initially be provided verbally, but must be confirmed in

writing as soon as the situation allows. Every operator must prepare specific

notification flowcharts.

Note: Vessels must contact a Joint Rescue Coordination Centre in emergency

preparedness situations for their own vessel.

4.4 Operational nonconformities within the safety zone

In the event of operational nonconformities within an installation’s safety zone, the

vessel must immediately implement measures to terminate operations and leave the

safety zone. The OIM and operator must be notified immediately, with information

about the consequences the nonconformity entails.

4.5 Environmental factors – observation and reporting

When vessels sail to/from installations on the Norwegian Continental shelf, the vessel

is required to give notification if oil or gas is discovered on the sea surface. In the

event of observing oil or gas, the relevant position must be reported to the operator.

4.6 Discharges/emissions and combustion within the safety zone

Discharges/emissions:Vessels within the safety zone are not normally regulated according to the

petroleum regulations as regards discharge of oily water. MARPOL’s regulations anddischarge limits for slop water apply here. Only anchored drilling rigs/drilling ships,

potentially vessels that carry out well operations, are regulated according to thepetroleum regulations.(Ref ACT 1996-11-29 No. 72: Act relating to the petroleum activities [Petroleum Act],and the PSA’s guidelines to Section 2 of the Framework Regulations, ”Offshore

petroleum activities”)

Combustion:

For normal combustion such as for propulsion, auxiliary engine and pyro-boiler, thereare no restrictions within the safety zone (given the surface temperature does notexceed 400 degrees and that the spark arrester is intact).However, use of the incinerator must be planned so that it is not used within the

safety zone.

5 Vessel, crew and equipment requirements

5.1 Vessel requirements

Offshore Service Vessels (OSV) that is planned to be used in connection with

offshore activities covered by these guidelines, must, as a minimum, satisfy the




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technical vessel and equipment requirements described in NWEA (Ref. Item 3.3.4.3

and NO3).

The shipowner must present any operational restrictions to the charterer before the

contract is signed. The charterer is responsible for reporting any operational

restrictions to the facilities before the vessel is put into service.

5.2 Crew requirements

The crew on board must be qualified pursuant to STCW, as well as NWEA and OLF’s

guidelines. The individual operating company may stipulate requirements beyond this.

5.3 ROV/project vessel requirements

ROV / Project vessels must follow these established guidelines, as well as moredetailed procedures/work descriptions provided by each operator.

6 Supply service

6.1 Deck cargo – cargo in load carriers

Before load carriers are put onto a vessel, they must be checked for loose objects,

cargo must be secured in open load carriers and a check must be performed to

ensure that lifting equipment is in satisfactory condition. This must be carried out by

the personnel who load the vessel.

Insofar as possible, the vessel’s crew must carry out visual checks of load carriers

and other material being transported. This must take place as the cargo is being put

on the vessel. When errors are identified, the base personnel or personnel

supervising the loading must be informed immediately. If necessary, the loading must

be stopped. Deficient cargo must be rejected if defects cannot be corrected at thesite.

6.1.1 Cargo plan and manifest

A cargo plan must be prepared before cargo is placed on board the vessel. The

vessel’s captain, or the captain’s deputy, must participate in the preparation of this

(NWEA), Ch. 3.2.3.2 Cargo plan.

It is important that the captain, or the captain’s deputy, on their own initiative, actively

contacts the base personnel, if they are not called in to a cargo meeting, or if such ameeting is not held.




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6.1.2 Documentation of hazardous and/or polluting cargo

All hazardous and/or polluting cargo must have documentation in accordance with

international (Solas, IMDG / IBC Code) and national requirements. (Regulations

2009-12-08 No. 1481: Regulations relating to transport of hazardous goods on board

Norwegian ships)

Documentation must be submitted to the captain in accordance with applicable

statutes and regulations before cargo is placed on board the Installation.

Hazardous waste must have a declaration form in accordance with national rules

(Klif). Normal cargo lists and manifests can be delivered in a hard-copy or

electronically, but must be delivered before loading starts, ref. NWEA.

Note: If the documentation cannot be provided when the cargo is ready to be placed

on board the vessel, the loading must be postponed until documentation is

provided and the captain has been made familiar with the content and

accepted the cargo. The captain or chief officer must take time to inform the

crew about relevant health, safety and environmental factors before the cargo

is placed on board.

6.2 Loading and offloading – at supply base, quay facility, tank facility, etc.

The (NWEA) guidelines for loading and offloading at bases are described in Chapter

3.2. However, there are some additional items for the Norwegian Continental shelf:

• Communication between vessels and the shipper/receiver in connection with

loading and offloading operations must take place via radio (UHF/VHF). Everyone

participating in loading and offloading operations must have radios that provide

access to the communication exchanged.

Note: An alternate means of communication must be agreed in order to

handle stops or an emergency situation in the event of radio failure.

• If the loading or offloading operation is not covered by established procedures, or

involves external players, a Safe Job Analysis (SJA) must be carried out before

the operation.

• Maintenance work, including ”hot work” on board the vessel, which could conflict

with, or in another manner influence the loading and/or offloading or the ship’s

possibility to warp, must be communicated and clarified with the operator and

base before such work is started.

6.3 Operation in marginal weather conditions

If the weather on the field makes it impossible to carry out operations at the time the

vessel is scheduled to arrive at the field, an assessment should be made as to

whether it is appropriate to send the vessel. Assessing a weather window for




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operations is carried out in cooperation between the captain, base, Installation(s) and

potentially the traffic control centre. The captain’s assessment of the weather

conditions and possibility to start the voyage / carry out loading / offloading activity

offshore, must be emphasised when a decision is eventually made.

Note: When the conditions improve, consideration should be given to the time it will

take for the vessel to sail out to the Installation(s). In other words, so the

vessel will leave the harbour towards the end of the inclement weather, so the

vessel will arrive at the Installation(s) when the weather conditions will

presumably be acceptable for loading and offloading operations.

6.4 Operational requirements for operation within the safety zone

6.4.1 General

The guidelines for loading and offloading deck and bulk cargo are described in Ch. 3Operations and Ch. 4 Bulk Cargo Operations, with associated appendices, as well as

in NORSOK R-003; Safe use of lifting equipment

• When entering the safety zone, the bridge must be manned with a minimum oftwo navigators. One of these must be dedicated as responsible for navigation.

Interaction between these must be clarified. Relevant checklists must becompleted. (Ref NWEA Annex D)

• The engine room must be staffed with an on-duty Engineer

Weather restrictions on the Norwegian Continental shelf: Ref NWEA ”NO8”

During operations in marginal weather conditions, Appendix K from Norsok R-003

must be used.

Note that the “Safety zone” exceeds further than 500 metres for several fields.

6.4.2 Radar system

Radar system(s) should be put into "Standby", if this is practicable when the vessel isin position by the Installation. This is to avoid unnecessary radiation of personnel on

the facilities.

6.4.3 Interaction

If two or more vessels are within the same safety zone, the Installation is responsiblefor ensuring that the activities the vessels carry out do not conflict. All movementsmust be approved by the Installation, which will be responsible for the overall

supervision of activities within its own safety zone.




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6.4.4 Transport of drinking water

Vessels that transport drinking water to offshore facilities must establish andimplement routines and barriers which ensure that the quality of the drinking water tobe delivered does not deteriorate on board the vessel, from bunkering on the base or

quay facility and until it reaches the Installation.

Vessels that will deliver drinking water must have established and implemented a”quality plan for drinking water” which describes and documents how the water quality

will be safeguarded.

The quality plan must, as a minimum, contain the following:

• Expertise of personnel on the vessel that carry out bunkering and who areresponsible for safeguarding and compliance with requirements for transport

of drinking water

• Applicable quality targets and requirements

• Scope and frequency of inspection and sampling

o To achieve equal practice on vessels used for transport of drinkingwater, sampling of water in drinking water tanks must be carried out atleast four times a year for analysis at an approved laboratory.

o Water should not be stored on board the vessel for more than ten

days. After ten days, the water should be emptied and new watershould be filled in the tanks. Bunkering or topping off new water on old

water is prohibited.

• Where and when samples are taken• Requirements for jet washing pipe system during bunkering and delivery

• Inspection, disinfection, and cleaning of drinking water tanks and systems.Cleaning must take place at least four times per year

• Logging and documentation (traceability)

• In addition, any additional requirements from the relevant operator should beadded

References:

• FOR 1978-10-23 No. 9938: Supplementary regulations relating to requirementsfor drinking water units on facilities for production, etc. of subsea petroleumdeposits, with guidelines for disinfection

• Norwegian Board of Health, FOR 2001 - 12-04 No. 1372: Regulations relating to

water supply and drinking water - "Drinking Water Regulations"

• Norwegian Institute of Public Health 2009. ”Sufficient, good and safe drinkingwater offshore”. A guideline for designing and operating drinking water facilities onoffshore installations, Appendix 6”

Note: These are minimum requirements for vessels that deliver drinking wateroffshore. Each operator may implement requirements for follow-up andtreatment beyond what is described here.




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6.4.5 Transport and handling of methanol

Vessels which transport methanol must have procedures for loading, transport and

offloading of this type of cargo. Everyone involved must be familiar with the

procedures and must be able to act if a situation occurs which could require actions

to prevent a hazardous situation, accident or spill to the external environment.

When delivering methanol to the installation, the crane operator must always be in

the crane until the hose is disconnected and returned to the installation.

When offloading/loading methanol, offloading/loading of any other deck cargo or

bulk must not take place.

The area surrounding the offloading stations must be labelled and be clear of deck

cargo (clean deck) when loading/offloading methanol.

6.4.6 Special caution when transporting hazardous products in bulk.

When transporting hazardous products in bulk, including wet return bulk from the

facilities, it is emphasised that the routines described in NWEA must be followed. In

order to minimise the risk of H2S development, wet return bulk must not be loaded

into tanks which already contain another fluid.

The vessel must also have procedures for all types of bulk operation. As a minimum,

the procedures must describe:

• Safe method

• Precautionary rules when loading and offloading incl. communication and

documentation requirements

• Risk of harmful evaporation from airing out tanks must be considered. Based

on this, a safe zone must be established when airing out, as well as routines

for regular metering at these; recommended at least every six hours.

• Use of personal protective equipment

• Notification and preparedness routines for personal exposure, harmful

evaporation and/or spills on board, or spills in the external environment.

6.5 Personnel transfer with MOB boat

6.5.1 Crew change

Crew change mostly takes place when the vessel is ashore. For vessels withhelideck, crew changes may take place using a helicopter. This assumes the crew

has the necessary training, ref. applicable OLF guidelines.




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Any crew changes using an MOB boat must be accepted by the shipowner, vesseland operator. A risk assessment must be reviewed and the weather conditions must

be acceptable for safe operation.

6.5.2 Other factors

Independent of planned crew changes, the MOB boat can, for weighty personalreasons, be used to replace individuals at open sea, This assumes the following:

• Operating company must be informed and give approval.

• The person/persons in question must be a part of the vessel’s permanentcrew, and must have completed safety training, ref OLF/NR guidelines.

• Safe job analysis must be carried out and captains of both involved vessels

must accept the method, including the weather conditions.

7 Emergency Preparedness Service

7.1 General

The standby vessel’s primary service consists of tasks in connection with hazardous

and accident situations in the petroleum activities, as well as guard-duty around

facilities.

The shipowner must ensure that an overall plan for operations on board has beenprepared, as well as for the different Emergency Preparedness Services whichvessels with equipment can carry out (ref. FOR 1991-10-16 No. 853: Regulations

relating to standby vessels)

The operator of the field(s) included in the standby vessel’s area, must prepare a

necessary procedure for the tasks that will be covered by the standby vessel. The

captain must ensure that necessary emergency preparedness procedures are in

place on board the vessel before it arrives at the field. If emergency preparedness

procedures are not received, the captain is required to contact the field operator/OIMimmediately.

The operator is responsible for ensuring that vessels used for Emergency

Preparedness Services have access to and knowledge about relevant procedures

and emergency preparedness plans.

7.2 Handover between standby vessels

Upon arrival at the field, the relief vessel must contact the standby vessel to receivean updated status of the installations the vessel is responsible for and planned work

on or around these. The relief vessel will then contact the installation which has thecoordination responsibility for clarifying responsibilities and procedures for this

installation. If several installations are included in the emergency preparedness




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responsibility, the relief vessel must contact all installations to verify responsibility andprocedures.

When the relief vessel has contacted all installations, a handover is carried outbetween the standby vessel and relief vessel.

Further forms of reporting are described in each operator’s specific routines.

7.3 Training and expertise

The captain of each crew is responsible for his/her own crew carrying out training in

all tasks they might be required to perform in the service.

This means that a review of all tasks that could be required must be carried out, aswell as checking that the necessary equipment is available and in order. Furthermore,

emphasis must be placed on ensuring that equipment is used correctly by the crew

during training. All details must be reviewed during training, and execution of all

scenarios must be tested to ensure that the service is carried out in the best and

safest possible manner.

All training must be logged using training factors, participants, weather, sea and wind

data, as well as information that is useful for the further development of the crew on

board.

7.4 Exercises

The captain on standby vessels is responsible for his/her own crew carrying out

different exercises against the DFUs mentioned in the emergency preparedness planfor the relevant Installation.Vessels with a standby class that is not normally acting as an EmergencyPreparedness Vessel, must agree upon a designated time for completion of

necessary exercises with the operating company.This is in addition to exercises directed at the vessel’s own DFUs.

7.5 Near standby:

In the event of near standby operations, the vessel’s task will be connected to rescue

of personnel in the sea. Supervision of personnel working on the Installation will be

carried out by the Installation.

The vessel must be positioned so it does not represent risk to the Installation in the

event of loss of propulsion, mostly at the safety zone. At the same time, response

requirements as regards relevant DFU must be complied with.

Regardless of which vessels are used for near standby, they must be able to operate

in 30 knot winds / 3m significant wave height. With weather criteria beyond this, the

vessel and Installation must clarify what restrictions apply during the current weather

conditions, considering the relevant vessel’s capacities.




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Only approved standby vessels pursuant to Norwegian requirements can be used for

near standby.

7.6 MOB Boat/Daughter Craft/Fast Rescue Craft w/equipment

The shipowner must ensure that all personnel that participate, or are in any way

involved in MOB – boat/FRC for rescuing personnel at sea, have the necessary

training and expertise for the tasks they have been assigned. The MOB boat/FRC

with associated launching arrangement must be tested and maintained in accordance

with the manufacturer’s guidelines. Test results, nonconformities and maintenance

must be documented.

The shipowner must ensure that use of checklists for MOB boat/fast vessels are

implemented on board.

On fields where area preparedness is established, the activities and the area could

differ from what is normally considered Emergency Preparedness Service. For this

type of service, special requirements have been established for vessels, equipment

and expertise of personnel. The prevailing guidelines prepared by the operator apply

here.

7.7 Tanker assistance and emergency tow

The operator is responsible for vessels used for tanker assistance and/or emergency

tow having access to and knowledge about relevant procedures and plans.

7.8 Oil spill response

The oil spill response on the Norwegian Continental shelf is divided into four levels. In

an early phase of an oil spill response action, two levels apply; 1st line and 2nd line.

7.8.1 First line oil spill preparedness

1st line equipment is presumed to be the first effort in combating acute oil spills. It is

operated by the standby vessel’s own crew and with own equipment (booms,

skimmers and tug boats). Alternatively, 1st line equipment could be dispersion. 1st

line equipment on board offshore service vessels must always be ready for

mobilisation.

The captain on board standby vessels acts according to orders from the OIM or theperson authorised by the OIM in the event of a potential oil spill to sea.

For preparations and operation, see the oil spill response plan for the field.




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Training must be carried out regularly in consultation with the installation’sOIM/operating company.

A report from training must be submitted to the operating company. The report mustcontain the agenda from the exercise, as well as a conclusion with experience

transfer.

7.8.2 2nd line oil spill preparedness (NOFO)

2nd line equipment is heavy oil spill response equipment that is placed on dedicatedstandby vessels or on dedicated bases along the coast. The latter equipment isoperated by NOFO personnel, which muster on board NOFO vessels whenmobilising equipment. Larger tug boats hired by NOFO are used for this equipment.

For vessels dedicated for NOFO services, the following applies:

• The vessel must have the class notation ”OIL REC” and be approved as a

NOFO vessel (NOFO issues certificate/approval document)

• Vessel must carry out exercises in accordance with NOFO’s exercise plan

• In certain situations, the vessel can be removed from service and mobilised for

oil spill response efforts. Depending on the equipment on board, this could entail

the vessel being taken to land to mobilise NOFO equipment. The captain of OR

vessels is responsible for handling its system (own vessel with NOFO equipmentand assigned tug boat). The NOFO oil spill clean-up coordinator will provide the

position for deploying booms

• For vessels with NOFO equipment permanently installed on board, the captain

of the vessel will be able to act as NOFO’s oil spill clean-up coordinator until the

NOFO oil spill clean-up coordinator is mobilised. Crews must operate the NOFO

equipment on their own. In such situations, the closest available vessel will be

used as a tug boat.

For more information, see the NOFO manual on board (NOFO regional plan –

operative plan) and www.nofo.no

7.8.3 Dispersion

Dispersion can be incorporated as part of the field’s oil spill preparedness plan, or

approval must be applied for on a case-by-case basis by the operator’s 2nd linepreparedness organisation.

Before dispersion is started, the following aspects must, in any event, be clarified by

the operating company’s 2nd line preparedness organisation:

• Presence of vulnerable biological resources

• Dispersability of the oil• Net environmental benefit of the measures• Operational conditions for application• Permission to use dispersants




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To achieve maximum benefit from the dispersion, dispersion efforts must be

implemented as soon as operationally possible.

7.9 Vessel on collision course

If a standby vessel must carry out tasks in connection with cutting off or calling

attention to a vessel on a collision source, this must be reported to the operating

company, which is the principal.

Measures/actions are coordinated with the traffic centre/procedures or the relevantinstallation.

8 Guard duty

Guard duty is often carried out with vessels with different crew and equipment

requirements than for vessels that carry out Emergency Preparedness Services.

Normally, the service is only for a limited period. Each task must be described in a

separate instruction to the captain.

The guard duty can include the following:

a) Monitoring ship traffic around unmanned installations, installations on the

seabed, as well as more specified guard duties over/along pipelines.b) Marking positions above seabed installations.

c) Information to ship traffic to keep a distance to the monitored position, as well

as restrictions on the use of tools in the area

Reporting routines for vessels in guard duties follow established guidelines provided

by the operating company responsible for the service.

9 Reporting routines (operational)

All vessels must report their movements pursuant to the operating company’s specificguidelines.

Reporting operational factors is included in the guidelines prepared by the operating

companies.

Operations Manual for Offshore Service Vessels Norwegian Continental Shelf (Revisjon 1-Sep 2011)-Eng

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