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BSP MARINE
PROCEDURES
Copyright © 2020, Brunei Shell Petroleum Company Sendirian Berhad (“BSP”). BSP
disclaims any responsibility or liability towards any third parties for any use or misuse of
this document or the accuracy and suitability of any information contained herein.
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TABLE OF CONTENTS
APPROVAL AND CHANGE HISTORY ................................................................................... 9
Revision Details ............................................................................................................... 9
1.
PURPOSE .................................................................................................................. 10
1.1
2.
TARGET AUDIENCE ............................................................................................. 10
SCOPE ...................................................................................................................... 11
2.1
APPLICATION ...................................................................................................... 11
2.2
ICONS, ABBREVIATIONS AND DEFINITIONS ........................................................ 11
2.2.1
3.
4.
Icons ............................................................................................................. 11
2.3
MARITIME TECHNICAL FUNCTION ....................................................................... 12
2.4
LEGISLATION ...................................................................................................... 12
2.5
GUIDELINE FOR MARINE OPERATIONS (GOMO) ................................................. 12
2.6
SHALL STATEMENTS ............................................................................................ 13
RESPONSIBILITIES ...................................................................................................... 14
3.1
SUBJECT MATTER EXPERT ..................................................................................... 14
3.2
AUTHORISED PERSON IN MARITIME SAFETY ........................................................ 14
3.3
THE MASTER OF A VESSEL ................................................................................... 15
3.4
SUPPLY BASE OPERATOR/COORDINATOR (STL4) ................................................. 16
3.5
THE BRIDGE WATCH KEEPING OFFICER ............................................................... 17
3.6
THE OIM ............................................................................................................. 17
3.7
THE OWNER/MANAGER OF THE VESSEL ............................................................ 17
3.8
THE DUTY MARINE CAPTAIN – SMR/22 ............................................................... 18
HSSE AND PPE .......................................................................................................... 19
4.1
HAZARD IDENTIFICATION ................................................................................... 19
4.2
PERSONAL PROTECTIVE EQUIPMENT ................................................................... 20
4.3
HANDS FREE ....................................................................................................... 20
4.4
ENVIRONMENTAL ............................................................................................... 20
4.4.1
Pollution ........................................................................................................ 20
4.4.2
Oil Spillage ................................................................................................... 20
4.4.3
Garbage ....................................................................................................... 21
4.4.4
Waste Oils, Chemicals and Recycling Centre.................................................... 21
4.4.5
Handling of Oil Slops – Offshore and Onshore ................................................ 21
4.4.6
Waste Reception Facilities............................................................................... 22
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4.5
LIFEBOAT TESTING AND MAINTENANCE ............................................................. 22
4.6
INCIDENT INVESTIGATION .................................................................................. 24
4.7
FAST RESCUE CRAFT ........................................................................................... 24
4.8
FISHING AND SECURITY ...................................................................................... 25
4.8.1
Security Incident Guidelines ............................................................................ 25
4.8.2
Reporting Guideline ....................................................................................... 25
4.9
5.
GENERAL WEATHER INFORMATION ......................................................................... 27
5.1
ADVERSE WEATHER ............................................................................................ 27
5.2
SIGNIFICANT WAVE HEIGHT EXCEEDANCE TABLES ............................................. 27
5.2.1
Fairley .......................................................................................................... 27
5.2.2
Champion ..................................................................................................... 28
5.2.3
AMPA ........................................................................................................... 28
5.3
6.
8.
JACK-UP MOVES AND HEAVY LIFT IN NE MONSOON. ....................................... 28
COMMUNICATIONS ................................................................................................. 29
6.1
7.
MANAGEMENT OF CHANGE (MOC) ................................................................... 26
CONTACT NUMBER AND FREQUENCIES ............................................................. 29
6.1.1
VHF Extended Mobile Marine (EMM) ............................................................... 29
6.1.2
Radiotelephony Single Side Band (SSB) ........................................................... 29
6.1.3
Operating Stations ......................................................................................... 30
6.1.4
SAR Helicopter .............................................................................................. 31
6.1.5
Safety Listening Watches ................................................................................ 31
6.1.6
GMDSS......................................................................................................... 31
VESSEL REPORTING OBLIGATION TO SMR ................................................................. 32
7.1
GENERAL ............................................................................................................ 32
7.2
INCIDENT REPORTING ......................................................................................... 32
VESSEL SELECTION AND ASSURANCE....................................................................... 34
8.1
APPROVAL OF VESSELS FOR USE......................................................................... 34
8.2
APPROVAL OF CONTRACTOR - VESSEL PROVIDER ............................................... 34
8.3
STATUTORY AND BSP REQUIREMENTS................................................................. 35
8.4
VESSEL SAFETY MANAGEMENT SYSTEM ............................................................. 35
8.5
ASSURANCE INSPECTION ................................................................................... 35
8.6
SPECIFIC REQUIREMENT - CARRIAGE OF HYDROCARBON CARGOES .................. 36
8.7
USE OF PETROL ENGINE VESSELS FOR VESSELS ENGAGED IN OIL SPILL RESPONSE
36
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9.
VESSEL OPERATIONS ................................................................................................ 37
9.1
GENERAL ............................................................................................................ 37
9.2
MANUAL OF PERMITTED OPERATIONS (MOPO) ................................................... 37
9.3
APPROVAL .......................................................................................................... 37
9.4
PERMIT TO WORK ............................................................................................... 38
9.5
MANNING.......................................................................................................... 38
9.6
TRAINING REQUIREMENT .................................................................................... 39
9.7
WORKING HOURS .............................................................................................. 39
9.8
LOGBOOKS AND RECORDS ................................................................................ 40
9.9
STABILITY VESSELS AND MO(D)U’S ...................................................................... 40
9.10
WATERTIGHT DOORS ...................................................................................... 40
9.11
DIVING ............................................................................................................ 41
9.12
ACTIVITIES IN PORT .......................................................................................... 42
9.13
SAFE ACCESS .................................................................................................. 42
9.14
MANAGEMENT OF FUEL .................................................................................. 43
9.15
ON HIRE, OFF HIRE AND FUEL BUNKERS .......................................................... 44
9.15.1 On-Hire ........................................................................................................ 44
9.15.2 Off-Hire ........................................................................................................ 44
9.15.3 On/Off Hire – Condition and Bunker Survey .................................................... 44
9.16
SPECIALIST AND NON-ROUTINE OPERATIONS ................................................. 44
9.17
SITE OR ACTIVITY SPECIFIC PROCEDURES ......................................................... 45
9.18
SUBCONTRACTOR MANAGEMENT - TANK ENTRY AND CLEANING ................. 45
9.19
LIFTING AND HOISTING EQUIPMENT ............................................................... 46
9.20
RISK MANAGEMENT ........................................................................................ 46
10.
NAVIGATION......................................................................................................... 47
10.1
VOYAGE PLANNING ....................................................................................... 47
10.2
VESSEL ROUTING ............................................................................................. 47
10.3
SAFE SPEED ..................................................................................................... 47
10.4
RESTRICTED MILITARY ZONE ............................................................................. 48
10.5
OIL AND GAS EXPLORATION AREAS; HAZARDS ............................................... 48
10.6
NAVIGATIONAL WARNINGS ........................................................................... 48
10.7
DEBRIS AND FLOATING OBJECTS IN THE FIELD ................................................. 48
10.8
SIGHTING OF DERELICTS AND DISABLED CRAFT ............................................... 49
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10.9
TIDAL INFORMATION ....................................................................................... 49
10.10 VESSEL HANDLING .......................................................................................... 49
10.11 ENHANCED JOYSTICK OPERATIONS ................................................................ 49
10.12 POSITION REPORTING ..................................................................................... 50
10.13 GOLS STAR (DAILY REPORTING) ....................................................................... 50
10.14 VESSEL MOVEMENT MONITORING VIA AVT .................................................... 51
10.15 NAUTICAL PUBLICATIONS AND BSP HYDROGRAPHICAL CHARTS ...................... 51
10.16 UNDER KEEL CLEARANCE................................................................................. 51
11.
DP OPERATIONS .................................................................................................... 53
11.1
DP VESSEL CLASS AND SELECTION .................................................................. 53
11.2
ASOG (ACTIVITY SPECIFIC OPERATING GUIDELINES) ........................................ 53
11.3
DP REFERENCE SYSTEMS .................................................................................. 54
11.4
BUS CONFIGURATION ..................................................................................... 54
11.5
BARGE ALONGSIDE DP VESSEL ........................................................................ 54
11.6
FAULTS/ISSUES WITH DP SYSTEMS ................................................................... 54
11.7
RETURN TO WORK PROTOCOL ........................................................................ 55
12.
VESSEL MAINTENANCE .......................................................................................... 56
12.1
GENERAL ......................................................................................................... 56
12.2
DEFICIENCIES................................................................................................... 56
12.3
DEFICIENCIES RELATED TO DYNAMIC POSITIONING (DP) SYSTEMS .................. 56
12.4
MOORING ROPES AND WIRES ........................................................................ 56
13.
PERSONNEL TRANSFER .......................................................................................... 58
13.1
MAXIMUM DISPLACEMENT FOR VESSELS AT BOAT LANDINGS ......................... 58
13.2
SWING ROPE TRANSFER TO/FROM OFFSHORE STRUCTURES ........................... 58
13.3
MANAGING THE ACTIVITY ............................................................................... 60
13.4
PERSONNEL ACCESS PLATFORM (PAP) AND CONVENTIONAL GANGWAY ...... 60
13.5
SELF-RIGHTING LIFEJACKETS (SRLJ) ................................................................... 62
14.
MOORING AND ANCHORING ............................................................................... 63
14.1
MOORING AND ANCHORING OPERATIONS ................................................... 63
14.2
USE OF MOORING ROPES FOR WORKBOATS MOORING TO PLATFORMS ........ 63
14.3
APPROVAL OF ANCHOR PATTERNS ................................................................. 64
14.4
MOORING TO PLATFORMS .............................................................................. 65
14.5
SPRING/PARACHUTE BUOYS IN ANCHORING OPERATIONS ............................ 66
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14.6
MIDLINE BUOY CLAMPS ................................................................................... 67
14.7
VESSEL MOORINGS ......................................................................................... 67
14.8
MOORING (LCT) BUOYS ................................................................................... 68
15.
WORKBOAT OPERATIONS ..................................................................................... 69
15.1
WORK ACTIVITIES ............................................................................................ 69
15.2
COMPANY SITE REPRESENTATIVE (CSR) ............................................................ 69
15.3
INTERFACE DOCUMENT ................................................................................... 69
15.4
WORKBOAT PLANNING .................................................................................. 69
15.4.1 Anchor planning for workboats ....................................................................... 70
15.5
PRECAUTIONS WHEN SELF-LAYING ANCHORS ................................................ 70
15.6
USE OF ANCHOR HANDLING TUGS ................................................................. 70
15.7
REMOTE POSITIONING .................................................................................... 71
15.8
PRE-TENSIONING ............................................................................................ 71
15.9
MAXIMUM PERMISSIBLE WORKING TENSIONS ................................................. 71
15.10 EMERGENCY DEPARTURE ................................................................................. 72
16.
INSTALLATION 500M SAFETY ZONES ..................................................................... 73
16.1
ARRIVAL AT THE INSTALLATION ....................................................................... 73
16.1.1 Controlling Authority ...................................................................................... 73
16.1.2 Vessel Approaching and Manoeuvring ............................................................ 73
16.1.3 Approaching a Dive Support Vessel/Workboat ................................................ 73
16.2
500M CHECKLIST ............................................................................................. 73
16.3
WEATHER SIDE WORKING – RISK ASSESSMENT ............................................... 74
16.4
SAFE DISTANCES ............................................................................................. 74
16.5
UNGUARDED RISERS ........................................................................................ 75
16.6
USE OF RADAR WHEN ALONGSIDE INSTALLATIONS ........................................ 75
16.7
PERIOD OF INACTIVITY .................................................................................... 75
16.8
SIMULTANEOUS OPERATIONS (SIMOPS) .......................................................... 76
16.9
DEPARTURE PROCEDURE .................................................................................. 76
16.10 RADIO SILENCE DURING WELL PERFORATING OPERATIONS............................. 76
16.11 VERIFICATION FOR ENVIRONMENTAL LIMITATION DURING MANOEUVRING ... 76
17.
CARGO HANDLING ............................................................................................... 78
17.1
VESSEL MASTER ............................................................................................... 78
17.2
WORKING SECTOR.......................................................................................... 78
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17.3
CONTROL OF LIFTS .......................................................................................... 78
17.3.1 Push/pull sticks .............................................................................................. 78
17.3.2 Tag Lines ....................................................................................................... 78
17.3.3 Dropped Objects ........................................................................................... 79
17.3.4 Snatch Lifting ................................................................................................. 80
17.4
MARKING AND LABELLING .............................................................................. 80
17.5
MATERIAL HANDLING PROCEDURE FOR OFFSHORE VESSELS ........................... 80
17.6
HAZARDOUS GOODS...................................................................................... 81
17.7
HAZARDOUS GOODS IN LIMITED QUANTITIES ................................................. 82
17.8
TRANSFER/CARRIAGE OF WASTE OILS ............................................................ 82
17.9
TRAINING OF PERSONNEL HANDLING HAZARDOUS GOODS.......................... 82
17.10 CARRIAGE OF REFRIGERATED CARGOES.......................................................... 82
17.11 STOWAGE PLAN ............................................................................................. 83
17.12 LOADING AND DISCHARGE OF BULK CARGO ................................................. 84
17.13 H2S IN WATER BASED MUDS AND BRINES....................................................... 84
17.14 GUIDANCE TO PREVENT HYDROGEN SULPHIDE GENERATION IN BILGE HOLDING
TANK 85
17.15 BULK TRANSFER HOSES ................................................................................... 85
17.15.1 Hose Construction Length and Sizes ............................................................. 86
17.15.2 Hose Quality and Identification .................................................................... 86
17.15.3 Hose lifters ................................................................................................. 86
17.15.4 Unions ....................................................................................................... 86
17.15.5 Floatation ................................................................................................... 86
17.15.6 Self-Sealing ................................................................................................ 87
17.15.7 Weak Link (Breakaway Coupling) ................................................................ 87
17.15.8 Hose Testing and Inspection Requirements..................................................... 87
17.15.9 Method and frequency of Inspection ............................................................. 87
17.15.10
Annual hydro testing ................................................................................ 88
17.15.11
Replacement of hoses ............................................................................... 88
17.15.12
Colour Coding of bulk and fuel transfer hoses ............................................ 88
17.16 SECURING CARGO .......................................................................................... 89
17.17 LIFTING EQUIPMENT ........................................................................................ 90
17.18 CARRIAGE OF CARGO BY CREW/STANDBY BOATS ......................................... 90
17.19 FUEL AND WATER REQUEST ............................................................................. 91
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17.20 CONCURRENT CARGO AND FUEL/WATER OPERATIONS ................................. 93
17.21 MARKING AND LABELS .................................................................................... 93
18.
MOBILE OFFSHORE (DRILLING) UNITS – MO(D)U MOVES ........................................ 94
18.1
MODU/MOU MOORING AND TOWING EQUIPMENT SPECIFICATIONS ............ 94
18.2
MO(D)U/BARGE MOVE PLANNING.................................................................. 95
18.3
STABILITY OF MO(D)U ...................................................................................... 95
18.4
AHT PREPARATIONS ........................................................................................ 95
18.4.1 Provision for Clear Decks and Suitable Stability Criteria .................................... 95
18.4.2 Pre-Move Briefings ......................................................................................... 95
18.5
RECOVERING AND RUNNING ANCHORS ........................................................ 96
18.5.1 Passing of Anchors Between Unit and AHT ....................................................... 96
18.5.2 Mid-line Buoys ............................................................................................... 96
18.5.3 Running Anchors ........................................................................................... 97
18.5.4 Handling Anchors during Darkness ................................................................. 97
18.6
MOORING TENSIONS...................................................................................... 97
18.7
PRE-TENSIONING ............................................................................................ 97
18.8
HANDLING OF ANCHOR WIRES BY GP BOATS................................................. 97
18.9
SHALLOW WATER ANCHOR HANDLING .......................................................... 98
19.
INFRASTRUCTURE INSTALLATION AND ROUTEING ................................................. 99
19.1
PIPELINES, SUB-SEA CABLE ROUTEING/NEW INSTALLATION OF PLATFORM ..... 99
20.
BSP DOCUMENTS TO BE CARRIED ONBOARD CHARTERED VESSELS...................... 100
21.
SUPPLY BASES ...................................................................................................... 101
21.1
KUALA BELAIT RIVER APPROACH AND PORT CONTROL .................................. 101
21.1.1 Sailing Directions ......................................................................................... 101
21.1.2 Kuala Belait Port Control ............................................................................... 102
21.2
MUARA PORT (STL/4) ..................................................................................... 103
21.2.1 Port Clearances ........................................................................................... 104
21.2.2 Bases Operating Hours ................................................................................. 104
21.3
MOORING AT JETTIES AND WHARVES........................................................... 104
21.4
MUARA PORT (GOVERNMENT WHARF) AND VIDDACOM JETTY ..................... 105
21.5
STL KB BASE ................................................................................................... 105
21.5.1 Provision of Mooring Gang........................................................................... 105
21.5.2 Base Rules for KB and Muara ........................................................................ 106
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21.5.3 Vessel Operations at KB Wharf ..................................................................... 106
21.5.4 Vessel Operations at Marine Construction Yard (MCY) .................................... 106
21.5.5 Vessel Operations at STL Muara Wharf ......................................................... 107
22.
MOPO ................................................................................................................. 108
23.
TERMINOLOGY .................................................................................................... 109
24.
REFERENCES ........................................................................................................ 113
25.
RECOMMENDED CHANGES AND/OR UPDATES ................................................... 115
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APPROVAL AND CHANGE HISTORY
DOCUMENT OWNER: MARINE SUPERINTENDENT (HEAD MARINE LOGISTIC) – SMR
DOCUMENT AUTHOR: HEAD OPERATIONS – SMR/2
Revision Details
Date
13-07-2020
Revision
1.0
Description of revision
Consolidation and streamline of all previous BSP Marine Procedures
sections, separately documented into a single document
This document has a maximum validity of five year from the last revision date. Within this period, this
document must be assessed for relevance and re-validated in accordance with the BMS Document Control
Procedure. Suggestions for further improvement in this document should be sent to the Document Owner.
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1. PURPOSE
The objective of this Procedure is to ensure that Brunei Shell Petroleum operations in Brunei meet the
principles and objectives of the:
◼ Shell HSSE & SP Control Framework Transport Manual – Maritime Safety (TMMS);
◼ Marine Management Guidelines (MMG) 6: Upstream Maritime Activity Management – A Quick
Reference Guide for Managing Maritime Risks;
◼ Mandatory requirements of the Shell Maritime Process Model (MPM); and
◼ Brunei Shell Petroleum Logistics Management System Manual.
This document is designed to provide clear guidance for Marine Operations within Brunei Shell Petroleum’s
Business in Brunei.
1.1 TARGET AUDIENCE
This document is intended for use by all persons involved in marine operations connected with Brunei Shell
Petroleum. These include Operations personnel, Vessel Operators, Marine Support personnel and the
Master and Crew of all vessels and MODU’s that may enter or operate within the Brunei business region.
All personnel associated with the above are to ensure that they are fully aware and understand the content
of this document, as well as with their roles and responsibilities as outlined within.
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2. SCOPE
This document provides:
◼ An easy reference to help business focal points (identified using icons) to:
o Implement contract management controls (including contract agreements)
o Draft site-specific operational procedures, instructions and job safety analysis.
◼ Clarity to business managers who have responsibilities to:
o Manage maritime risks within their operational control
o Influence HSSE controls within Non-Operated Ventures.
For the purposes of this document, the principles described in the “Guidelines for Offshore Marine
Operations (GOMO)” apply to all vessels servicing and supporting offshore facilities to ensure the safety
of personnel on board and to reduce the risks associated with such operations.
The ‘Subject Matter Expert (SME) in Maritime Safety’ or person/s appointed by him Authorized Person/s
(AP) in Maritime Safety is responsible for cascading this procedure to all operators of marine resource
within the Brunei Shell Petroleum (BSP) operating region.
2.1 APPLICATION
This procedure applies to all marine activity undertaken on support vessels including those that may be
owned, used, chartered or allowed to come to BSP offshore or onshore facilities including any vessels used
officially by BSP for pleasure purposes, i.e. Corporate/Company sponsored event.
This procedure does not include detailed procedures and risk analysis; these are contained within the
respective safety management systems of each vessel, sub-sea operation or MODU.
2.2 ICONS, ABBREVIATIONS AND DEFINITIONS
2.2.1 Icons
This document uses the following icons to identify the roles responsible for each requirement.
Brunei Shell Petroleum Management
Vessel Operator
Offshore Installation Manager / MO(D)U Manager
Supply Base Operator
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2.3 MARITIME TECHNICAL FUNCTION
The HSSE & SP Control Framework: Transport Manual – Maritime Safety identifies VP Shipping as the
Group Technical Authority for Maritime Safety and accountable for defining the competence requirements
for all SMEs and APs in Maritime Safety. VP Shipping is also accountable for approving the appointment
of named individuals as SMEs in Maritime Safety. Those SMEs are, in turn, accountable for approving the
appointment of APs in Maritime Safety.
BSP follows the Technical Authority Structure for Maritime Safety as outlined in the TM-MS. TA structure for
Marine Operational Assurance and activity is defined below:
◼ GDH – Global Marine Discipline Head STS/4 (based in London)
◼ PTE – Principle Technical Expert - Maritime Manager Global Upstream STS/43 (based in London)
◼ SME – Subject Matter Expert (based in Brunei)
◼ AP – Authorized Person in Maritime Safety (based in Brunei)
The ‘Subject Matter Expert (SME) in Maritime Safety’ or person/s delegated by them Authorized Person/s
(AP) in Maritime Safety is responsible for all Marine activities and assurance within BSP.
2.4 LEGISLATION
All support vessels and MODU’s, used, chartered or allowed to come to Brunei, must comply with the
legislation, standards, codes and practices as required by national and international legislation as
applicable e.g. IMO Conventions as SOLAS, including the Management for the Safe Operation of Ships
(ISM), MARPOL and Regulations for Preventing Collisions at Sea (COLREGS), Load Lines, International
Maritime Dangerous Goods (IMDG), International Security for Port and Ship Code (ISPS), STCW, MLC and
other industry standards and recommendations as applicable.
Vessels must be classed in accordance with the rules and regulations of an internationally recognized
Classification society, namely by one of the current members of the International Association of
Classification Societies (IACS).
Original or copies of valid vessel certificates must be held on board.
Under normal operating circumstances, the maximum number of persons on board must never exceed the
figure stated on the vessel’s Safety Equipment Certificate.
2.5 GUIDELINE FOR MARINE OPERATIONS (GOMO)
Additional reference information may be found in GOMO. http://g-omo.info/?page_id=2
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2.6 SHALL STATEMENTS
◼ All departments within BSP shall manage maritime risk in accordance with Shell HSSE
and BSP Control Framework, Transport Manual Maritime Safety (TMMS) Manual and
associate guidelines (as adopted by BSP).
◼ All floating resources including personnel transport vessels proposed for use in BSP fields
shall be positively vetted prior to acceptance.
◼ Two Qualified Deck Officers shall be available in the wheelhouse when operating within
the 500m zone and/or during anchor handling operations.
◼ Departments within BSP with a maritime interface shall consult SMR prior to tendering for
marine services or calling off on global framework contracts and comply with the
guidance provided.
◼ All contractors and their sub-contractors shall pursue GOAL ZERO – no harm to people,
no leaks.
◼ All contractors and their sub-contractors shall demonstrate an embedded, fit for purpose,
HSSE Management System across their organization; for maritime contractors and their
sub-contractors, this shall be a Safety Management System in compliance with
International Maritime Organization (IMO) requirements.
◼ Technical Operators of all BSP chartered (or Sub-Chartered) vessel shall be positively
vetted prior to vessels use with BSP.
◼ Vessels shall not be operated beyond worst case failure mode.
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3. RESPONSIBILITIES
3.1 SUBJECT MATTER EXPERT
◼ From the HSSE& SP Framework; Approve the design, engineering and construction Risk
Assessments that demonstrate that Maritime Safety Risks are ALARP before;
o Acquisition or construction of Assets or Systems that are new to the Company;
o Conversion or modification to Assets or Systems for a new application;
o Modifications for which a revision of the Risk Assessment is needed; or
o Decommissioning and disposal.
◼ Appoint a network of Authorised Persons for Maritime Safety.
◼ Owner of BSP Maritime HEMP and Marine Procedures.
◼ Ensuring that all vessels and vessel operators, prior to engagement or use are approved
for use.
◼ Provision of Return to Work for vessels.
◼ Maritime Incident Investigation.
3.2 AUTHORISED PERSON IN MARITIME SAFETY
◼ Ensuring marine activities within BSP are conducted in accordance with these guidelines
and the requirements of the HSSE & SP Control Framework: Transport Manual – Maritime
Safety
◼ Ensuring that all vessels and vessel operators, prior to engagement or use shall be approved
for use within GMAS:
o Approvals shall only be granted following an assurance process as detailed in BSP
Marine Vessels Assurance Process.
o Approval shall be granted in conjunction with the line functional departments
using the vessel.
◼ Facilitating a safe working environment and operations.
◼ Approval of use of small boats and petrol engines.
◼ Identification and assessment of HSSE hazards and maintaining a document demonstrating
that major HSSE risks have been reduced to ALARP.
◼ Approval of personnel transfer methods over water.
◼ Incident Investigation.
◼ Confirm that all drawings to be used for setup/anchoring in vicinity of BSP subsea assets
have been reviewed by BSP Subsea department for integrity of data.
◼ Ensuring that vessels have been provided with the latest field charts.
◼ Providing a list of BSP emergency contact names and contact details to the vessel.
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3.3 THE MASTER OF A VESSEL
◼ Masters who are engaged to provide services to BSP are required to provide these
services in accordance with Contracts and in accordance with BSP’s Maritime Standards
and Procedures. The Master also has an overriding duty to adhere to Maritime Law as
prevails in Brunei waters.
◼ BSP recognizes the hazards inherent in Marine Operations in support of oil field activities
and, that from time to time, require judgements to be exercised by Master’s as to whether
certain operations should be performed or curtailed, dependent upon changing
meteorological, sea or other operating conditions.
◼ In certain circumstances it is possible that Master’s might be requested to undertake
operations where they have serious concerns as to the safety of their crew, passengers (if
any) and the vessel. Should this situation arise, Masters must adhere to the guidelines
stated in the Manual of Permitted Operations (MOPO) and Activity Specific Operating
Guidelines (ASOG) as to whether the operation can be started or continued safely.
Masters are to advise BSP client supervisor, their Company’s duty Operations Manager
and SMR Duty Captain of the situation should the operation be stopped or suspended.
◼ Ensure vessel compliance with the requirements of the 500m zone, bridging document,
marine MOPO’s and Activity Specific Operating Guidelines (ASOG) as applicable, to the
specific activity of the vessel or MODU.
◼ Economic and other pressures must not interfere with the proper exercise of his
professional judgement. The Master of a vessel has overall command and remains
ultimately accountable for the safety of his vessel and of all those on board.
◼ The presence of a Company Site Representative (CSR) can never be an overriding factor
and the Master has the final decision in Marine/Operational matters involving his vessel.
The Master must inform SMR Duty Captain about any conflict, which may develop in this
respect.
◼ Regardless of the contracting department within BSP each Master and Senior Officer must
attend a Marine briefing and should thereafter; consult the BSP Marine Department, SMR,
on marine matters whenever considered necessary.
In addition to the Master’s role as defined in the respective company Safety Management
System, the role and responsibility of the Master will include:
◼ The safety of his vessel, crew, cargo and the protection of the marine environment at all
times as well as the enforcement of safe working practices and standards aboard the
vessel.
◼ Ensure that all officers and crew onboard are aware of the contents of this guideline.
◼ Deciding whether any operation undertaken by his vessel shall proceed or be terminated.
◼ Clarifying any instructions from the installation or shore personnel that he considers may
place his vessel, crew or cargo at risks.
◼ Acting in accordance with international convention when entering 500 metre Safety
Zones, around BSP field Installation or MO(D)U and seek consent from the OIM or his
appointed delegate, to enter a Safety Zone. Consent will include a briefing on intended
activities and completion of Vessel 500 Meter Entry Checklist EVERY time they enter the
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500-meter zone - (irrespective of whether on standby or working at a platform for an
extended period).
◼ Reporting any incident on the Vessel, either potential or actual, to BSP and if within the
vicinity (inside 500m Zone) of the Installation, the OIM as soon as possible.
◼ Ensuring that a record of the rest and working hours of the crew and officers is kept and
that the hours worked are in accordance with the standards laid down by STCW, IMO
requirements and Bruneian and/or Flag State Maritime regulations
◼ Ensuring that the vessel is navigated in full compliance with the International Regulations
for Preventing Collisions at Sea, 1972 (COLREG), without exception
◼ Ensuring that a passage plan for a voyage has been developed and that all Watchkeeping/Navigating Officers are familiar with it. Offshore installations are not to be used
as waypoints
◼ Ensuring that all necessary nautical charts and publications for the area of operation are
on board and up to date with the latest amendments and corrections. Where the area of
operation includes subsea assets and platforms, the Master must also ensure that the
vessel has been provided with the latest field charts.
◼ Ensure that all personnel joining the vessel for the first time, or who have not been on
board longer than a period of 6 months, will undergo an HSSE induction. The induction
shall include but not be limited to aspects of living and working on board the
vessel/barge/MO(D)U. E.g. Include operation of deadlight covers on port holes as they
are potential hazard.
◼ All anchor handling and towing operations shall be pre-planned documented and agreed
by all parties involved. Anchoring or Mooring within BSP controlled area will require
approval of the BSP Marine Supervisor or OIM
◼ That the vessel shall always make safe economical speed unless advised to the contrary or
for safety reasons. If a deviation is requested, a ship log entry shall be made stating who
made the request and the reason for the request.
3.4 SUPPLY BASE OPERATOR/COORDINATOR (STL4)
The Supply Base Operator/Coordinator will act on behalf of BSP, act as a Shore Officer
where required.
◼ Ensuring that the following is completed before any cargo is loaded or offloaded from a
Vessel
o Prepare required documentation.
o Grant the Master sufficient time to plan load-out or discharge of cargo taking
into account segregation for Dangerous Cargo etc.
o Issue all the required cargo documentation to the Master before loading cargo.
o Inspect all load carrying equipment.
o Inspect all carriers – containers, bins, baskets, racks etc.
◼ Agree on procedures to be used by the Master, Port Authority and Quay Operator
◼ Act as liaison between all parties
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3.5 THE BRIDGE WATCH KEEPING OFFICER
◼ As documented within the vessel documented Safety Management System.
3.6 THE OIM
◼ Accountable for all marine activity within the 500-meter zone (Controlled Area) of the
Installation. The OIM may delegate this responsibility to Installation Supervisor or a
qualified senior person for the coordination of:
o All vessel movement
o Loading and offloading of cargo
o Liaison with other installations
o Reporting and Liaison with BSP Base Logistics Supervisor and Marine Supervisor
◼ Monitoring any infringements of the 500-meter zone within the Installation Control Area
and ensuring that the Vessel 500m Entry safety zone checklists are completed for every
entry into the 500m zone
3.7 THE OWNER/MANAGER OF THE VESSEL
◼ Ensure all crew joining a BSP chartered vessel in the region have undergone a BSP HSSE
Induction.
◼ Ensuring vessel on hire or contracted to BSP, or on hire or contracted to BSP contractors
or sub-contractors is manned by a competent and experienced crew and shall not be less
than the requirements of the Safe Manning Certificate. The minimum qualifications of the
crew should not be less that required by STCW ’95.
◼ Ensure approval has been obtained from BSP for all senior officers joining a chartered
vessel.
◼ Ensuring number of crew and officers on board shall be sufficient to ensure the safe
running of the vessel on a 24-hour working schedule or as advised by the BSP Head of
Marine, especially when running anchors (i.e. Master and additional Master) or in DP
operations (Senior DPO and Junior DPO when in DP mode).
◼ Maintaining their vessel in full compliance with International or Local regulations
applicable and meeting BSP contract requirements as stipulated.
For guidance, refer to:
IMO STCW 95 Code
In addition, for DP Qualifications:
IMCA M117 - Training and Experience Of Key DP Personnel
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3.8 THE DUTY MARINE CAPTAIN – SMR/22
◼ On a weekly roster one of the SMR/22 Marine Supervisors will act as Duty Marine
Captain. Whilst this is a rostered position it is not a role that is operational through 24hrs.
◼ The Duty Marine Captain remains on call, if required and will remain first point of contact
for maritime related issues within BSP.
◼ For urgent matters, such as HSSE related issues or serious operational issues please call
the Duty Marine Captain as soon as practicable
◼ For issues about DP please be guided by the respective ASOG and call the MRT as
required and advise the Duty Captain of action taken and prognosis regards repair.
◼ For marine related “general enquiries” outside of office hours, please wait until the
commencement of office hours before calling.
◼ The Duty Marine Captain will Liaise with SMR and SMR LT as documented in the Duty
Marine Captain Work Instruction.
The Duty Captain can be called on +673 8730154
For DP Issues the Duty DP MRT Team number is; + 1 281 217 2934
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4. HSSE AND PPE
◼ It is expected that emergency situations on board vessels will be aligned with the vessel
management system and respective interface/bridging document.
◼ In all cases where there is an emergency on board personnel shall be mustered. Prudent
over response is expected. For example; if someone happens to go into the water in a man
overboard case the appropriate emergency response must be activated.
◼ In all cases where someone on board is reported injured or sick the Case Management
process as documented in WMP shall be followed.
◼ BSP 12 Life Saving Rules Apply to all personnel.
◼ Smoking on board vessels is only allowed in designated smoking areas.
◼ Smoking, open flame and the use of mobile phones are strictly prohibited on the open deck
or areas outside the accommodation whilst the vessel is within the 500 metres safety zone
of any installation, mobile drilling units or tankers.
◼ Masters must be aware of the cargo they are carrying and take the necessary precautions
to avoid incidents involving smoking and open flame.
◼ Masters and crews are hereby advised that the presence of H2S has been detected at the
BSP Offshore Locations. Sampling and testing of various gas streams in the Champion Field
platforms and associated outstations, levels ranging from 50 to 300 ppm have been
identified. These H2S levels pose a concern for the personnel operating, maintaining, and
working in and around the field.
For guidance, refer to:
 BSP Work Management Procedure
 BSP 12 Lifesaving Rules
 BSP SMR Notice to Mariners
4.1 HAZARD IDENTIFICATION
◼ An AP-MS, and where possible Vessel Masters, MO(D)U Managers should be involved
in a HAZID/HAZOP on any specific non-routine offshore operation involving marine
resources
◼ In the risk analysis, the responsible party for each task identified in the HEMP must be
identified.
As guidance, refer to:
 CoSWP, Chapter 1
 Vessel/MO(D)U SMS
 SMR Safety Case and HEMP
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4.2 PERSONAL PROTECTIVE EQUIPMENT
◼ For every type of operational work, the correct Personal Protective Equipment of an
approved standard must be freely available on board and used. PPE requirements are set
out in the BSP Work Management Procedures (WMP).
◼ Vessel operators shall have a matrix indicating the specific PPE requirements.
◼ When working outside the accommodation or in the Engine room of a vessel, the
following PPE shall always be used:
o Coveralls of flame-resistant material
o Safety glasses
o Safety helmet with chin strap
o Impact resistant gloves
o Safety shoes
o Ear protection in high noise area
4.3 HANDS FREE
◼ Hands and fingers must not touch any hoisted load. “No Hands-on Load” rule shall be
implemented.
◼ A load must be guided using tag lines and/or push-pull sticks.
◼ “Push–Pull” sticks should be available to the crew to minimise the risk of hands and fingers
injuries during lifting & settling down of loads. Operators of this tool shall be informed on
its application and usage.
For guidance, refer to:
 BSP Hands Free rules
4.4 ENVIRONMENTAL
4.4.1 Pollution
◼ Brunei is a signatory to the MARPOL 73/78 Convention; Every vessel shall comply to the
provisions of MARPOL 73/ 78 to prevent oil pollution at sea.
◼ Discarded equipment must be laid aside for disposal ashore. Reception facilities for waste
oils and garbage exist, which are arranged via IPC.
◼ Routine jettisoning of heavy material at sea is prohibited within the oilfield safety zones or
near underwater pipelines. It is an equally objectionable practice elsewhere on the Bruneian
continental shelf
4.4.2 Oil Spillage
◼ All oil spills must be reported immediately to "VSL 2999" for further action
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◼ Marine vessels and MO(D)U’s must additionally report the spill to the Duty Marine
Captain. Early assessment of the quantity and type of spill is essential to initiate the
appropriate response
◼ Any spill initiating from an offshore installation, mobile offshore unit or vessel, which
operates for BSP shall be handled in accordance with Company response procedures
4.4.3 Garbage
◼ Dedicated skips are provided by STL for solid waste. These are back- loaded as required
on available supply vessels to reception facilities in Kuala Belait and Muara.
◼ Supply vessels shall record the name of the vessels, time and date where rubbish was
collected.
◼ Rubbish skips being transported must be covered with a net.
◼ Dedicated garbage skips are available at STL wharves at Kuala Belait and Muara.
◼ Where there is no access to skips, rubbish must be kept in plastic bags and Master's shall
arrange to pass the rubbish to supply boats inbound with rubbish skips on board. Garbage
is to be packaged such that there is no leakage of waste to the deck e.g. if passed to a fast
crew boat for transfer garbage is to be packaged such that it does not leak to deck causing
potential hazard to crew boat activities.
◼ All waste and scrap metal must be transported in dedicated “blue” waste skips and scrap
metal skip.
◼ All waste must be separated in line with BSP's Waste Handling Procedure BSP-02 Procedure
1636
4.4.4 Waste Oils, Chemicals and Recycling Centre
◼ A Waste Oil Treatment and Recycling Centre at Kuala Belait caters for waste oils (used
lubricants, hydrocarbon-based fluid, marine waste oil (bilge water) and sump oil/water),
washing and crushing of empty chemical and oil drums.
◼ All waste oil and oily water must be directed to the Waste Oil Recycling Centre. All BSP
Departments and Contractors to ensure that their waste oil and empty chemical drums are
disposed only at this facility.
◼ Wastes delivered to the site must be accompanied by a waste disposal form for waste
including oil/oily liquids and consignment note for empty drums. Without such form, no
waste shall be accepted at the site. Contact the BSP Waste Management Advisor (HSE/5)
via the contract holder or SMR/3 for any clarification on this subject.
4.4.5 Handling of Oil Slops – Offshore and Onshore
◼ BSP retains the services of a Supply Vessel that has Oil spill response capabilities whose
role includes offshore slops reception. Currently the designated vessel is a Non-DP selfpropelled supply vessel capable of receiving up to 350 m3 in volume. The vessel is classed
as a supply vessel with an emergency oil spill response role and this shall take priority over
routine operations.
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◼ All request that require disposal of slops/water to this vessel, must be copied to SMR/3
with an account number to charge for use of vacuum trucks.
◼ The vessel shall discharge her slops via Kuala Belait and Muara Supply bases by vacuum
trucks or iso tanks to the designated disposal sites.
4.4.6 Waste Reception Facilities
◼ BSP shall provide reception facilities and HSSE Management System elements for waste oil
and rubbish generated by Vessels.
◼ All waste at sea shall be received, handled and disposed in compliance with MARPOL
Annex V requirements.
◼ Waste management ashore shall also comply with the requirements of BSP Waste Handling
Procedures.
4.5 LIFEBOAT TESTING AND MAINTENANCE
◼ SOLAS vessels should comply fully with the provisions of SOLAS pertaining to lifeboat drills,
exercises and maintenance whilst taking account the provisions as listed in paragraphs below;
o Lifeboats may be lowered and recovered for testing purposes however this shall be
undertaken with NO person/s inside the lifeboat.
o Any maintenance or testing of equipment in lifeboats when they are in the stowed
position, that requires a person or persons to enter the lifeboat, shall only be undertaken
provided that the lifeboat remains in the secured position with harbour pins in locked
position and securing gripes fitted (Or equivalent locking system) such that single point
failure will not result in release of the boat. This includes freefall launched lifeboats.
o If entering the lifeboat is required for the fitting and removing of maintenance or hanging
off pennants this shall be undertaken only when the lifeboat is secured in the davits with
harbour pins in locked position and securing gripes fitted. Fall Prevention device (FPD)
is to be worn by personnel working in lifeboats. “Buddy system” to be used.
o When it is required to test the release systems of the lifeboat when the lifeboat is in water
personnel shall only transfer to the lifeboat once the lifeboat is in the water; this may be
achieved by transferring personnel to the lifeboat from the Fast Rescue Craft (FRC).
Personnel shall transfer out of the lifeboat before it is recovered.
o The use of the FRC shall be subject to the vessel Management System (SMS) and be
subject to Job Safety Analysis (JSA), Risk Assessment (RA) Toolbox Talk (TBT) and Permit
to Work (PTW), as necessary.
 IMO MSC.1/CIRC. 1205 Dated 26 May 2006; Guidelines for developing operation and
maintenance manuals for lifeboat systems, and;
 IMO MSC.1/CIRC. 1206 Rev 1 Dated 11 June 2009; Measures to prevent accidents with
lifeboats.
For clarity the following guidance is provided;
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1
2
3
4
5
Activity
Entering lifeboat in stowed
condition
Condition
Lifeboat to be secured in
position with harbour pins and
securing gripes fitted
Consult SMR
Not Necessary
Lowering and/or recovering
lifeboat for testing purposes
Lowering and/or recovering
lifeboat for testing purposes
No person shall be permitted
in lifeboat
Cannot be managed without a
person being in lifeboat
Not Necessary
Use of FRC to get people to
water so that they may
transfer to waterborne
lifeboat
Transfer of personnel
between lifeboat and FRC
JSA, TBT, RA, PTW in line with
the Vessel Management
System
Not Necessary
JSA, TBT, RA, PTW in line with
the Vessel Management
System
Not Necessary
Contact SMR
before this is
done.
◼ In undertaking such Risk Assessment systematically consider the following;
o
o
o
o
o
o
Hazards
Respective Activity
The Threats that may cause the hazard to be released
The Consequences of that hazard being released
The Controls that are or can be put in place
The Actions that are required to close any gaps
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◼ Keep in mind the Hierarchy of Controls to remove the hazard. Below provides some guidance on
the process of risk assessment and a row can be added for each activity
Hazard
Working
at
Height
Activity
Threat
Top
Consequence Assessment
Event
Personnel Wires/Connection Loss
Personnel
Assess as
in boat
fail
Control injuries
per
lowering Failure of
Fatalities
appropriate
to water
hardware
Asset
risk matrix
Damage –
Boat
Controls
Describe/list
control in
place or
planned
e.g. “no
person to be
in boat
when being
lowered”
4.6 INCIDENT INVESTIGATION
◼ An AP-MS shall always be part of an Incident Investigation Team for significant and high
potential incidents involving Maritime Safety.
For guidance, refer to:
 MMG 6 - Upstream Maritime Activity Management
4.7 FAST RESCUE CRAFT
◼ Fast Rescue Craft (FRC) are available on many vessels on charter to BSP. The following is
expected with respect to FRC’s;
o The FRC should be capable of being launched within 5 minutes of an order being
made with trained compliment of at least 3 crew.
o The launch should be capable whilst the vessel is making way at a speed of up
to 5 knots.
◼ It is recognized that there are different types and design of launching apparatus and that
not all systems are equally capable of safe launch and recovery of an FRC in all weather
conditions. Crews shall be trained and competent to launch and manoeuvre the FRC on
their respective vessels as applicable. At no time shall the crew’s safety be put in jeopardy
during drills and training with FRC’s.
◼ Drills and training will establish vessel specific guideline as to the limitations for safe
launch and recovery.
◼ The FRCs on Vessels shall be operated, maintained and inspected as a critical equipment.
◼ There shall be a documented schedule of testing and drills for FRCs.
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As guidance, refer to:
 SOLAS
 OGP ‘Watercraft & water in geophysical operations – A guideline to operations and
management’
 Vessel HSSE Plan
 Vessel Maintenance Plan
4.8 FISHING AND SECURITY
◼ Fishing with any type of gear is forbidden inside the oilfield safety zones, as abandoned
lines and nets may entangle divers and cause damage to vessels propellers.
4.8.1 Security Incident Guidelines
◼ As with other unauthorized vessels, fishing boats are not permitted to be within the asset
safety zone and as such should be reported so that appropriate action may be taken.
◼ All Vessels are to report any intrusions into the 500m safety zone to the respective OIM’s
or CSR’s accordingly.
4.8.2 Reporting Guideline
◼ Sighting of fishermen boat within 500m safety exclusion zone
This guideline does not apply to fishermen boat “passing through” within the 500m safety
exclusion zone.
◼ Notify the OIM;
◼ Establish communication with fishermen.
◼ Use PA system or standby boat if available.
◼ Politely request fishermen to leave area;
◼ If fishermen refused to leave and/or become aggressive: Leave them alone;
o Call the Marine Police (Tel: 2772391 / 2770547);
o Inform SMR Duty Captain (Tel:8730154);
o Inform HSE/12 via (24hrs Tel: 3374296/3374292)
o A FIM report should be raised by the respective OIM within 24-hrs.
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4.9 MANAGEMENT OF CHANGE (MOC)
◼ Inadequacies in management of change is often found to be a contributory cause to many
incidents.
◼ Change may be procedural, hardware or organisational.
◼ A management of change process should be available on all vessels/assets that can assist
with identifying change and assist with the evaluation of risk and management of the risk
of change.
◼ The MS of the technical operator should have a MoC procedure.
As guidance, refer to:
 BSP MoC Process
 Vessel SMS MoC process
 WMP
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5. GENERAL WEATHER INFORMATION
◼ The weather in Brunei is generally benign with two distinct monsoon seasons; NE Monsoon
and SW Monsoon.
◼ The NE Monsoon typically runs between November until March; Winds maybe light land
breezes early morning but will invariably be from a N – NE direction up to about 20kts.
◼ Historically the NE Monsoon varies in strength and one less intense year cannot be relied
upon to be a trend.
◼ The SW Monsoon runs between April and October; Winds are often light land breezes in
the morning hours with a stronger breeze from the West by midday. Wind speed are
usually light however in July/August stronger westerly flow may be experienced.
◼ The calmest period offshore Brunei is usually around April/May.
◼ Squalls may be encountered moving onto or off the coast during which times wind speeds
exceeding 30kts may be encountered.
◼ BSP has a contracted weather forecast service; daily forecasts are issued along with severe
weather warnings.
◼ Tropical depressions that form to the east of the Philippines that traverse the Philippine
Islands in the latter months of the year tend to maintain a position in the southern parts of
the South China Sea. This is due to the prevailing high-pressure systems over mainland
China.
◼ Surface currents can be varied, however surface currents in Fairley area have been
observed up to 4kts and are generally wind driven in nature.
5.1 ADVERSE WEATHER
For adverse weather guidelines in respect to operations in the field please refer to the BSP
WMP.
5.2 SIGNIFICANT WAVE HEIGHT EXCEEDANCE TABLES
5.2.1 Fairley
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5.2.2 Champion
5.2.3 AMPA
Vessels should refer to MOPO and WMP for specific weather limiting criteria for operations.
For DP Operations refer to ASOG.
5.3 JACK-UP MOVES AND HEAVY LIFT IN NE MONSOON.
Historical data indicates that there is high probability of NPT if there are planned movements
of Jack-up rigs and/or Helideck lifts during the NE Monsoon period. This is particularly so in
the Fairley area where depth of water is +/-60m; Long wave period and high surface currents.
It is therefore recommended that Jack-up moves and Helideck lifts are not routinely planned
at these times, but if this cannot be avoided then where feasible plan for these in shallower
water such as in Champion field where there is also less leg penetration.
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6. COMMUNICATIONS
◼ Masters and Ship’s Officers are reminded that VHF radio has capture effect which means
that a vessel operating a VHF on high power will block out those nearby operating on same
channel. The lowest power necessary should be selected to undertake the communications.
◼ All personnel are reminded that unnecessary chatter on VHF must be avoided.
6.1 CONTACT NUMBER AND FREQUENCIES
◼ BSP Marine voice communication shall take place on the following frequencies for which
vessels, MOU’s/MODU’s and manned offshore installations carry equipment.
VHF
Channel
6&8
13
15
16
17
19
Frequency (MHz)
Use
156.300
156.650
156.750
156.800
156.850
156.950/161.550
Working channel for MO(D)U move operations only
Working channel for SBM tanker operations only
BSP stand-by and calling channel
International distress, safety and calling channel
BSP working channel for marine operations
Brunei Shell Radio (VSL), standby call/working
channel (Duplex)
BSP working channel for marine operations
BSP working channel for marine operations/BLNG
back up channel
Designated Selective Call (DSC)-Listening, voice
communication not allowed
Working channel for LNG tanker operations only
Working channel for EOP/WOP field operations
67
69
156.375
156.475
70
156.525
73
77
156.675
156.875
6.1.1 VHF Extended Mobile Marine (EMM)
Channel
1
2
Frequency (MHz)
78.000
78.175
Use
Communication between Brunei Shell Radio (VSL) and
vessels
Communication between STL and vessels
6.1.2 Radiotelephony Single Side Band (SSB)
Channel
1
2
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Frequency (KHz)
4028.5
4696.5
Use
Calling/working frequency for Brunei Shell Radio
Listening frequency for SAV, Anduki Control Tower
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6.1.3 Operating Stations
Stations monitoring marine band voice frequencies as follow:
Station
AP-9, FA-4 and CP-7
Call Sign – Role – Duty
Period
Call sign for AP-9 = IPC 9,
FA-4 = Fairley 4 and CP-7 =
IPC 7
Manned platforms
24 hours daily
Frequencies
VHF channel 15
Offshore Platforms e.g. AP15, FADP-2, Iron Duke and
MGDP-1
Call sign = platform name
Daytime manned platforms
VHF channel 15
Brunei Shell Radio
Call sign “Brunei Shell
Radio”
Company communication
centre in Seria
24 hours daily
VHF channels 15, 16 & 19
SSB channel 1 (4028.5
Khz) EMM channel 1
(78.000 MHz)
BLNG
Call sign “Lumut Control”
24 hours daily
For berthing/un-berthing
operations dedicated UHF
frequency is in use at BLNG
Call sign “BSP/3” IPC
Dispatchers – Kuala Belait
24 hours daily
Call sign = “station name”
24 hours daily
VHF channel 73, 69 as
back up
Call sign “Muara Port”
Government coastal radio
station in Muara
24 hours daily
Call sign “STL Muara” /”KB
Wharf”
24-hrs
VHF 16 then to 12
GMDSS-station
Government National
Search and Rescue
Coordination Centre at
Brunei International Airport
24 hours daily
Call sign “Seria Terminal”
24 hours daily
VHF channel 16
BSP/3
Mobile stations other than
vessels
Muara Port Radio
STL Muara/STL KB Base
NSARCC
Seria Crude Oil Terminal
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VHF channel 15, 16
VHF channel 15
SSB Channel 1 (4028.5
KHz)
VHF channel 15
VHF channel 13, 16
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SAV/2
The BSP Helicopters have
Marine VHF capability and
may call vessels on VHF
Ch.15
Search & Rescue (SAR)
Call sign = “Anduki” SAV
department air traffic control
section at Anduki, SSB
availability only
Daylight hour operation but
SSB not normally manned
Frequencies for
communication with SAV
Helicopters
SAV/5
SAV
VHF Channel 15
VHF Ch16
122.1 MHz ATC Frequency
for all offshore operations
129.1 MHz Offshore
Logistics Frequency
130.1 MHz Company
Frequency Anduki Logistics
6.1.4 SAR Helicopter
The SAR helicopter “Rescue 05” may call and request to undertake exercises with vessels
offshore. The helicopter may be seen on a daily basis.
6.1.5 Safety Listening Watches
◼ Each vessel equipped for VHF communications shall keep a continuous safety watch on
channels 15 and 16 while at sea.
◼ Inter-field calling channel is VHF Ch.15 and all vessels are encouraged to use VHF Ch other
than 6, 8, 13 and 73 which are used for working within the field.
6.1.6 GMDSS
◼ All vessels contracted to BSP shall display cards of instructions giving clear summary of the
radiotelephone distress, urgency and safety procedures in accordance to the Merchant
Shipping (Radio Installations) Regulations 1998
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7. VESSEL REPORTING OBLIGATION TO SMR
7.1 GENERAL
◼ All incidents, accidents and near-miss occurrences related to or involving his vessel no
matter how insignificant they may appear.
◼ Any equipment breakdown, which affects the contractual and/or the safe operation of the
vessel e.g. propulsion machinery, DP System, Steering, Auxiliary engines, equipment in
respect of Industrial Mission (e.g. Cranes, Air conditioning systems, Hotel Services,
Gangway, boat landing, AVT)
◼ Any unreported navigational hazards such as, obstructions (large logs, vessels and barges
adrift), extinguished navigational lights/ lanterns in the field.
◼ Any conflict of interest with other departments within BSP, if unable to come to a mutual
agreement e.g. infield operations, suitability of cargo, discrepancy in bulk supplies,
Reports shall be directed to the SMR/22 Marine Duty Captain and must include
◼ A phone call within 30 minutes of the incident.
◼ An email to marine help desks as soon as safely practicable after the initial phone call.
◼ Follow up emails
Above does not relieve master from his obligation to report to Regulator and as required
by his/her Company’s safety management system.
Contact details of SMR Duty Captain
Mobile no. +6738730154
Email address; marine-helpdesk@shell.com
7.2 INCIDENT REPORTING
◼ It is the Vessel Master’s responsibility to report as soon as practicable, all incidents,
accidents and near-miss occurrences related to his vessel.
◼ Report must be in writing, in English, to the Employing Department and to SMR, using the
Vessels Incident Report Form.
◼ More serious cases where medical intervention is required must be reported immediately
once the situation is under control/stabilized. Notification may be made by voice,
followed by written report.
◼ All incidents occurring inside the 500m Safety Zone must be reported to the Installation
OIM/MO(D)U Master
◼ All incidents must be reported to the Marine Coordinator or Marine Supervisor
◼ Incident reporting format is as detailed in the BSP Emergency Response Plan and Facility
500m Zone Bridging Document.
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Incident Reporting to SHENA, Safety Health Environment National Authority
◼ BSP Chartered vessels are advised of the requirements for the initial reporting of serious
Marine Incidents to SHENA. The appropriate form can be found at the SHENA web page;
www.shena.gov.bn under the Incident Reporting tab
◼ Full instructions are available at the SHENA site including flow chart, definitions of
incident types, telephone number and email address.
For guidance, refer to:
 BSP Emergency Response Plan
 Facility 500m zone Bridging Document Vessel Emergency Response Procedure
 IMO document MSC-MEPC 3/Circular 1, ‘Reports on Marine Casualties and Incidents’
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8. VESSEL SELECTION AND ASSURANCE
8.1 APPROVAL OF VESSELS FOR USE
◼ All vessels that are owned, used, chartered or allowed to come to BSP offshore or onshore
facilities must be deemed fit for their intended work scope
◼ Prior to commencement of operations, vessels must be approved and cleared for use in the
Group Maritime Assurance System (GMAS) by an SME/AP in Maritime Safety.
◼ The AP-MS is required to approve all floating assets before they are used, by reviewing a
completed technical operational inspection report which has been performed by using a
Group-approved methodology – OCIMF OVID Inspection is the accepted format at this time
(CMID inspection may be accepted for exceptional circumstances)
◼ Procedure for positive vetting of Support Vessels (in complying with Group HSSE Control
Framework Transport Manual – Maritime Safety) is as defined in BSP Marine Vessels
Assurance Process.
◼ Technical Specification of all vessels hired by BSP will be documented in the respective
Maritime Contracts.
For guidance, refer to:
 OCIMF OVIQ Questionnaire
 Requirements for Quality Assurance of Maritime Vessels
 Group HSSE Control Framework Transport Manual ‘Maritime Safety – Support Vessels’
 BSP Marine Vessels Assurance Process
 Group Maritime Assurance System – Protocols and Guidance Upstream/ P&T
8.2 APPROVAL OF CONTRACTOR - VESSEL PROVIDER
Vessel operators or managers must be approved prior engagement.
◼ An AP-MS is required to approve all vessel operators or managers before they are
engaged. This is done in accordance with the BSP Marine – Vessel Assurance Process
◼ A contractor HSSE Capability Evaluation is completed after an audit has been completed
on the contractor’s HSSE Management System by OCIMF OVMSA or Green Banding
◼ The terms of the audit will be based on the MMG 39 Offshore Maritime Contractor HSSE
Capability Review.
For guidance, refer to:
 Group HSSE Control Framework - Contractor HSSE Management
 Marine Vessel Assurance Process
 MMG 39 Offshore Maritime Contractor HSSE Capability Reviews
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8.3 STATUTORY AND BSP REQUIREMENTS
All vessels must be classed and meet appropriate standards.
◼ All the lifting equipment, hull and machinery of all vessels must be classed by body that is
a member of IACS.
◼ If a vessel is exempt from IACS classification because of its size or type, The AP-MS is
required to specify the vessel’s minimum requirements
◼ Where DP station keeping is required, vessels must meet DP 2 requirements unless agreed
prior by exception by SME/AP in Maritime Safety.
For guidance, refer to:
 Marine Vessel Assurance Process
 MMG 45 DP Vessel Maritime Assurance Process
 MMG 33 – Offshore Intervention Installation and Construction Vessel Maritime Assurance
Guide
8.4 VESSEL SAFETY MANAGEMENT SYSTEM
All vessels must operate under the ISM Code or a documented Safety Management System
As guidance, refer to:
 ISM and Vessel SMS
8.5 ASSURANCE INSPECTION
◼ All vessels operating on company business within BSP must undergo assurance
requirements in accordance with BSP Marine Vessel Assurance Process
◼ The frequency of such an inspection may be less than a year depending on the nature of
activity being carried out by the vessel, an unsatisfactory outcome from a previous
inspection or as deemed necessary by the AP-MS.
◼ The inspection will be carried out based on the Group-approved methodology – OCIMF
OVID (CMID by exception) Inspection template is the accepted at this time.
◼ Inspection reports, ratings and clearances are to be stored in GMAS
As guidance, refer to:
 BSP Marine Vessel Assurance Process.
 OCIMF OVIQ Questionnaire
 HSSE&SP Control Framework, Transport Manual ‘Maritime Safety – Support Vessels’
Group Maritime Assurance System – Protocols and Guidance Upstream/ P&T
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8.6 SPECIFIC REQUIREMENT - CARRIAGE OF HYDROCARBON
CARGOES
◼ Cargo transport vessels that weigh 600 deadweight tons and above and are used for bulk
liquid hydrocarbon transport are required to have double hulls.
As guidance, refer to:
 MARPOL
8.7 USE OF PETROL ENGINE VESSELS FOR VESSELS ENGAGED IN OIL
SPILL RESPONSE
◼ If the vessel to be used is for oil spill response purposes and is fitted with a petrol driven
outboard or inboard engine a full Risk Assessment / HAZID is required that considers, the
usage of the vessel and risk of ignition of spilled product.
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9. VESSEL OPERATIONS
9.1 GENERAL
◼ If the vessel to be used is for oil spill response purposes and is fitted with a petrol driven
outboard or inboard engine a full Risk Assessment / HAZID is required that considers, the
usage of the vessel and risk of ignition of spilled product.
◼ Vessel operations are to be managed in such a way that personnel are not placed in harms
way. Vessel operators and Vessel staff are to refer to their own Management System (MS),
the BSP MOPO, these guidelines, interface documents and GOMO as necessary. If there is
any doubt as the safety of an operation, then it should not be started or should be
suspended until it is assured safe to continue.
◼ There follows, several sections specifically related to vessel operations. If additional clarity
is required or it is required to further discuss these please, in the first instance contact the
Duty Marine Captain.
◼ One of BSPs areas of highest exposure is personnel transfer activities. Annually there are
upwards of 1mln swing rope transfers that take place. Such transfers may take any of the
following forms:
o FCB from Kuala Belait/Muara to platforms and/or vessels where transfer may take
place by swing rope or by gangway system.
o FCB or other support craft transfer between offshore locations by either swing rope
or gangway systems.
o Gangway transfer between work boat/barge and platform.
o Basket/Frog Capsule transfer (limited to transfers related to rig moves and is
subject to PTW and Exceptional case by case approval)
o GP Boat transfer by swing rope to/from platforms in support of diving operations
and or mooring support, as applicable.
o Transfers of Berthing Pilot at SCOT and BLNG terminals, which use pilot ladder
and accommodation ladder combination access.
9.2 MANUAL OF PERMITTED OPERATIONS (MOPO)
◼ BSP accepted weather parameters or environmental criteria for marine operations are set
in the MOPO
9.3 APPROVAL
◼ The SME in Maritime Safety shall approve the controls and barriers identified in the risk
register and bow ties.
As guidance, refer to:
 Group HSSE Control Framework Transport Manual ‘Maritime Safety’
 BSP Logistics (Marine) Safety Case
 Vessel/MO(D)U SMS
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9.4 PERMIT TO WORK
◼ For shipboard operations, the Marine Operators Permit to Work (PTW) system is to be
used to control and coordinate safety critical work activities as documented within their
respective SMS.
◼ On work boats there will be industrial mission personnel on board in addition to a
Company Site Representative (CSR/WSSOE).
◼ All work activities that require a PTW on board your construction support (work) boat
shall have that PTW reviewed and endorsed by the CSR on board prior to the Master
authorising that PTW. This includes construction hot work activities that might take place
on the deck of the vessel as well as work planned to be undertaken in the machinery
spaces. This is necessary to ensure that the CSR is aware of what PTW activities are
planned.
◼ The Vessels Master remains accountable for marine activities on board under the vessel
PTW.
For guidance, refer to:
 IMO International Safety Management System (ISM)
 BSP Work Management Procedures
 Vessel/MO(D)U Safety Management System
9.5 MANNING
◼ Owners/Operators of Vessels working for BSP must ensure that manning on Vessels are
adequate and appropriately qualified to meet the following:
o Requirements as stipulated by flag state and STCW
o Manning level as required by the Minimum Safe Manning document
o The Vessel’s Bridge shall always be manned by 2 competent persons when the
Vessel is within the Installation 500m Safety Zone or during anchor handling
operations.
o The engine room to be manned when vessel is within the 500m zone.
o Where necessary, there is enough manning to meet 24-hour operations
o Enough manning to deal with emergencies on the Vessel when offshore and in
port
o Enough manning to manage security on the Vessel.
For guidance, refer to:
 STCW 95
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9.6 TRAINING REQUIREMENT
◼ BSP recognizes that Competency and Training requirements for Safety Critical positions
(or roles) may vary from one type of operation to another.
◼ BSP identifies and catalogues Safety Critical positions or roles for Marine Operations in
the BSP HSSE Case and HEMP
◼ For a BSP staff, Competency requirements for Safety Critical roles in marine operations
are catalogued
◼ Accepted Training and Experience typically required for the various types of Marine
Operations are as defined in, Guidelines for Offshore Marine Operations and MO(D)U
Move Operations and as per STCW 95 Convention
◼ Additional Training for specialized skills, such as DP Operations shall be as per required
by the respective the Vessel / MO(D)U’s Flag State or Class
◼ Small boat operators, such as FRC operators shall be trained accordingly
As guidance, refer to:
 STCW 95
 IMCA M117 Training and Experience of Key DP Personnel, Section 4.1.
 Emergency Response And Rescue Vessel Management Guidelines (Oil & Gas UK)
9.7 WORKING HOURS
◼ Master shall ensure that the requirements in respect of hours of rest are complied with;
crew periods of rest must be minimum 10 hours’ rest in any 24-hour period and 77 hours
in any 7-day period.
◼ Changing arrangements about the vessel’s overall work program may be considered,
upon consultation with Master/Owner/BSP, which may include supplementing the crew
level or reassignment to avoid excessive working periods.
◼ At no time should working hours exceed regulatory requirements to avoid fatigue
◼ If there is a change of scope of work, the management of change must identify where
additional resource may be necessary.
For guidance, refer to:
 STCW 95 and MLC
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9.8 LOGBOOKS AND RECORDS
◼ Entries in Logbooks, Oil record books and other data recoding documentation must be
legible, in ink and in English, describing operational and other occurrences, as required,
in sufficient detail to enable the reconstruction of events.
◼ Corrections, if any must be undertaken by a straight line striking through the error with
correction made adjacent and initials of person making the correction added. Corrections
must not be made using correction fluid/ tape or by removing pages.
◼ Logbooks in electronic format where the flag state permits are acceptable.
9.9 STABILITY VESSELS AND MO(D)U’S
◼ The Master shall have approved stability book that includes both intact and damage
stability scenarios information. Such information shall allow the Master to evaluate the
vessel’s service conditions and survival capabilities and enable him to load and operate
the vessel in a safe and seaworthy manner.
◼ Vessels must never operate outside their design limits.
◼ The MO(D)U Manager must ensure that a site-specific Plans/Procedure are in place for
safe Ballasting and De-ballasting operations, accounting for changes in top weight due
to regularly changing deck loads
◼ The plans/procedure should include emergency ballasting exercise requirements, stability
calculations (including damage stability), ballast system checks, and maintenance of
critical ballasting systems.
For guidance, refer to:
 IMO document ‘Code on Intact Stability for all Types of Ships Covered by IMO
Instruments’.
 IMO MSC 83/INF.9 for AHTS vessels
 The Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU
Code)’
MO(D)U SMS
 SMS - Vessel Stability Booklet
9.10 WATERTIGHT DOORS
◼ All vessel operators, masters and crew shall ensure all watertight decks and bulkheads are
inspected periodically to verify that there are no unprotected openings or improper
penetrations that could allow flooding.
◼ Watertight doors and hatches must be closed while at sea as specified in the stability
guidance provided to the Master/OIM or individual in charge. Doors marked “KEEP
CLOSED AT SEA” shall be kept closed at sea.
◼ All closure devices must be in place and in good working order.
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◼ Crewmembers must be familiar with the locations of the watertight doors and weather tight
closures throughout their vessels.
◼ Watertight doors and hatches shall be opened only briefly to allow passage. If they must
remain open to permit work, they must be attended so that they can immediately be closed.
◼ All body parts must be maintained clear of moving parts
◼ A watertight door inspection program must be in place:
o Watertight hatches, dogged manholes, bolted manhole covers, vent covers, and
access plates must be given similar examinations.
o Electrical cables and conduits, piping runs, remote valve actuators, and other
components that penetrate watertight bulkheads, decks, and compartments shall
be inspected frequently and properly maintained. Each may have a unique sealing
method involving glands with packing assemblies, penetration seals, or other
methods.
◼ Procedures for operating and managing power-operated watertight doors must be
understood by all on the vessel and be included as part of the familiarization process of
new staff.
◼ Operation of power operated watertight doors shall be part of vessel training plan and
Vessel Induction.
◼ Procedure and operation of power watertight doors shall be tested during emergency drills.
As guidance, refer to:
 COSWP, Section 2 Chapter 13.6
 MCA – Marine Guidance Note 35 (Accidents When Using Power Operated Watertight
Doors)
 Manual For Operating Watertight Doors
 Vessel HSSE Training Plan
9.11 DIVING
◼ Any diving activities that are required to be undertaken in support of the vessel activities
whilst under contract whether related to Industrial Mission or not, must be undertaken by a
BSP approved diving contractor. This applies when the vessel is on or off-hire whilst under
contract to BSP
◼ The BSP Diving SME will be able to provide details of approved diving contractors.
◼ The BSP contract holder will be able to advise the necessary contact details of the diving
SME.
◼ The Diving Operations Technical Authority in the Diving Centre of Excellence (DCOE) is
responsible for approval of specialist diving contractors.
For guidance, refer to:
 Shell HSSE&SP Control Framework – Personal Safety Manual – Diving Operations
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9.12 ACTIVITIES IN PORT
◼ Vessel movements within a Port and at a Berth shall be safely managed and effectively
planned
◼ Ensure Ports have been entered and rated in GMAS and where necessary, undertake an
assurance of the port in accordance with OCIMF Document ‘Marine Terminal Baseline
Criteria and Assessment questionnaire’
◼ Ensure a berth suitability assessment has been carried out for vessels in relation to the port/
berth they will be calling.
As guidance, refer to:
 Code Of Safe Working Practices, Sect 3 chapter 18
 Merchant Shipping (Means of Access) regulations of 1988. Statutory instrument number
1637 (UK).
 Vessels from Shore Facilities – Guidance for Terminals and Projects
 MMG 34 – Maritime Assurance of Upstream Supply Bases
 OCIMF document ‘Marine Terminal Baseline Criteria and Assessment Questionnaire’
‘Berth Suitability Criteria’ analysis data for the port and vessel
9.13 SAFE ACCESS
◼ The Master shall ensure that personnel access to the vessel is safe, well-lit and obstacle free.
Where passengers are to be embarked or disembarked, Boat Landing Officer(s)/Gangway
Watcher(s) (Work boats and Work barges) must be present at the boat landing/portable
access platform/gangway.
◼ Means of access shall be "Authorised Means of Access". The following describes various
Authorised Means of Access;
o A gangway of safe and of sound design (certified), fit for the purpose, providing
safe access for personnel between vessel and shore/platform.
o This may be provided by the vessel or from shore and must be certified for use
and subject to regular inspection.
o When in port; Kuala Belait or Muara a shore gangway may be provided.
o When moored alongside another vessel, the outboard vessel is responsible for
provision of safe access to inboard vessel.
o Gangways shall not be placed on ships side rails unless the rail has been
reinforced for the purpose.
◼ Personnel are prohibited from jumping between the vessel and quay under any
circumstances.
◼ Gangway should be manned in accordance with ISPS Code and with due regard to tidal
or environmental conditions unique to the port
◼ A properly constructed Pilot ladder
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Transfer by Pilot ladder is restricted to Mariners/Pilots. Other cases for transfer by
Pilot ladder shall be reviewed on a case by case basis and subject to risk
assessment.
◼ Accommodation ladder or combination accommodation ladder and Pilot ladder.
o When embarking or disembarking tankers offshore the accommodation ladder
alone should not be used due to risk of accommodation ladder being struck by
vessel alongside.
o Accommodation ladders must not normally be used at an angle greater than 55
degrees below the horizontal.
◼ A Boat landing and associated Swing Rope/s.
o Swing ropes shall be of approved construction.
◼ An approved and certified system of Crane and PTC/Basket/Frog.
o Basket/Frog transfers are only permitted in support of MO(D)U move activities
and activities where access from MO(D)U to barge might be required. In all cases
a Risk Assessment shall be undertaken, and the transfer shall be subject to Permit
to Work (PTW)
◼ A certified/approved Personnel Access Platform (PAP) and associated certified, fixed
gangway system, with swing rope between.
o All PAP’s and associated gangways shall be approved by AED/2 for their design
and securing arrangements.
o
As guidance, refer to:
 Code Of Safe Working Practices
 Merchant Shipping (Means of Access) regulations of 1988. Statutory instrument number
1637 (UK).
 Vessels from Shore Facilities – Guidance For Terminals And Projects
 MMG 34 – Maritime Assurance of Upstream Supply Bases
 OCIMF document ‘Marine Terminal Baseline Criteria and Assessment Questionnaire’
‘Berth Suitability Criteria’ analysis data for the port and vessel
9.14 MANAGEMENT OF FUEL
◼ The fuel on board vessels whilst on charter to BSP is usually supplied and remains owned
by BSP.
◼ Whilst it is a consumable, it is expected that fuel will be managed efficiently.
◼ The Master shall ensure that;
o Accurate fuel data is reported and maintained on board;
o Fuel monitoring systems that are fitted are secure and have not been tampered
with;
o Vessel CCTV systems are operational;
o No fuel is misappropriated (sold or otherwise traded) to third parties.
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◼ Vessels will receive/supply fuel alongside in port or offshore. Issues of quality of fuel
and/or differences in the quantity supplied/received must be recorded and reported so
that investigation may be carried out. The following shall be reported;
o Discrepancies in quantity between supply and receipt of greater than 1%.
o Detectable water in fuel supply.
◼ Vessel Owners, Master, crew and Technical Operators are reminded that the
misappropriation of fuel is a serious offence and should there be cause to suspect that
such misappropriation has been taking place, the matter will be passed to the Brunei
Police. Be warned that, upon successful prosecution personnel may find themselves
sentenced to custodial sentence.
9.15 ON HIRE, OFF HIRE AND FUEL BUNKERS
9.15.1 On-Hire
◼ A vessel will receive written communication from the BSP contract holder indicating the
date and time (including time zone) and/or location as to when a vessel becomes a BSP
contracted asset.
9.15.2 Off-Hire
◼ A vessel will receive written communication indicating the date and time (including zone)
and/or location as to when a vessel will go off-hire from a BSP contract.
9.15.3 On/Off Hire – Condition and Bunker Survey
◼ At the time of a vessel going On/Off Hire to BSP, a full condition and bunker survey will
be conducted. When a vessel goes on and off hire several times in a short time period, the
full On/Off Hire Condition and Bunker survey may be substituted by a Statement of fact for
Fuel, Lubes and Water bunkers undertaken by the Chief Engineer of the Vessel (Subject to
CH and Maritime SME approval).
9.16 SPECIALIST AND NON-ROUTINE OPERATIONS
◼ All special operations such as MO(D)U Move, Towing, Seismic, Construction, Pipe Laying,
Rock Dumping shall be well planned, risk assessed, documented and agreed between all
parties concerned.
For guidance, refer to:
 MSF documents ‘Guidelines for the Content of MO(D)U Move Procedures’ and ‘Anchor
Handling Manual
 IMCA document M194 ‘Guidance on wire rope integrity management for vessels in the
offshore industry
 IMO MSC/Circular 737 ‘Guidelines on Anchoring Systems for MODUs’
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CoSWP, section 4, chapter 31
 OGP ‘Watercraft & Water In Geophysical Operations – A Guideline to Operations and
Management’, Report #355, July 2004
 MOPO
 Shell HSSE&SP Control Framework – Personal Safety Manual – Diving Operations
9.17 SITE OR ACTIVITY SPECIFIC PROCEDURES
◼ A location and activity specific procedure shall be developed from a HAZID which should
be reviewed and approved by the AP-MS
◼ A pre-activity meeting between all key players is to be held prior such activity
For guidance, refer to:
 MSF documents ‘Guidelines for the Content of MO(D)U Move Procedures’ and ‘Anchor
Handling Manual
 IMCA document M194 ‘Guidance on wire rope integrity management for vessels in the
offshore industry
 IMO MSC/Circular 737 ‘Guidelines on Anchoring Systems for MODUs’
CoSWP, section 4, chapter 31
 OGP ‘Watercraft & Water In Geophysical Operations – A Guideline to Operations and
Management’, Report #355, July 2004
 MOPO
 Shell HSSE&SP Control Framework – Personal Safety Manual – Diving Operations
9.18 SUBCONTRACTOR MANAGEMENT - TANK ENTRY AND
CLEANING
◼ Only contractors or sub-contractors approved by BSP will be employed to undertake tank
cleaning operations
◼ All tank cleaning operations should be carefully planned and documented. Potential
hazards relating to the tank cleaning operations should be systematically identified, risk
assessed, and appropriate preventive measures put in place to reduce the risk to as low
as reasonably practicable (ALARP)
◼ Tank cleaning operation for MARPOL Annex. 2 cargoes must be strictly adhered to the
ship’s specific Procedures & Arrangement Manual (P&A Manual).
◼ All tank cleaning and tank entry must be done under strict controls within a single Permit
to Work system, and subjected to detailed, documented risk assessment
◼ The ‘Tank Cleaning and Enclosed Space Entry Checklists’ as per the Vessel's SMS must
be completed prior this activity. Completed checklists should be signed off, kept as record
and logged as completed before activity commences.
As guidance, refer to:
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 HSSE&SP Control Framework Personal Safety Manual ‘Confined Space Entry’ and
‘Cleaning of Storage Tanks’ Contractor HSSE Management
 Ships’ specific Procedures & Arrangement Manual
 BSP Document; Bulk and Chemical Cargo Standard Operating Procedures
9.19 LIFTING AND HOISTING EQUIPMENT
◼ BSP Lifting and Hoisting SME will review vessel lifting equipment prior to going on hire.
◼ All Lifting and Hoisting Equipment shall be operated, inspected and maintained as a
Safety Critical Equipment.
◼ All unsuitable and uncertified lifting equipment is to be removed from service, clearly
marked and quarantine/disposed of.
For guidance, refer to:
 DNVGL0027 – Marine Lifting Operations
 HSSE & SP Control Framework Personal Safety Manual ‘Lifting and Hoisting’
 IMCA Document M194, ‘Guidance on Wire Rope Integrity Management for Vessels in
the Offshore Industry’
9.20 RISK MANAGEMENT
◼ All risks in Marine Operations shall be managed to As Low As Reasonably Practicable
(ALARP). All parties involved in an operation have a duty to ensure that risk assessments
have been carried out properly.
◼ The key components in every job are: Risk Assessment, Job Hazard Analysis (JHA) and
Permit to Work (PTW).
◼ If the risks or hazards cannot be satisfactorily controlled the job should not be carried out.
◼ A risk register capturing all the risks in Marine Operations shall be developed and barriers
or controls identified to mitigate the risks
◼ The controls and barriers in place are as detailed in the Marine Logistics HSSE Case.
For guidance, refer to:
 Group HSSE Control Framework Transport Manual ‘Maritime Safety’
 BSP Logistics (Marine) Safety Case
 Vessel/MO(D)U SMS
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10. NAVIGATION
10.1 VOYAGE PLANNING
◼ Vessel shall carry out fit for purpose, documented voyage planning and Vessel Operators
shall verify and confirm that voyage planning procedures are fully covered in their SMS.
◼ If vessel is fitted with ECDIS, the Master and Navigating Officers must have ECDIS training
certificate and familiar with the type specific ECDIS.
10.2 VESSEL ROUTING
◼ Vessels must only operate between Safe Ports and Safe Berths.
◼ The vessel must always be maintained safely afloat.
◼ The IPC representative shall issue Voyage Instructions to a vessel prior getting underway
from Muara/KB. The instructions may include:
o An estimated time of departure (ETD) - A port or location to which to sail
o An expected time of arrival at a location (ETA).
o Specific geographic details, which may include distances off land or locations.
o Specific geographic details to avoid.
o Ship speed, i.e. economical or soonest.
10.3 SAFE SPEED
All vessels shall proceed at a safe speed so that proper and effective action may be taken to
avoid collision or close quarters situation. Ref; Regulations for Preventing Collisions at Sea.
Additionally, safe speed must be considered in respect of;
◼ The wake caused by own vessel whilst making way and potential effect that it may have on
other water users, such as small fishing and/or leisure craft.
◼ The proximity of diving operations.
◼ The presence of debris in the water. e.g. Logs and/or trees
◼ Simultaneous operations such as lifting activities which may be affected by the wake of your
vessel as it passes.
◼ Presence of moored vessels when undertaking river passage, passing at high speed may
adversely affect the mooring and personnel access integrity.
◼ Affect on riverside banks and people that may be unseen working or located close by.
◼ Vessel’s under keel clearance (UKC) and squat effect.
As guidance, refer to:
 Charter party as applicable
 IMO Resolution A.893 Multi Modal Cargo Manifest and Vessel Sailing Instructions
Document
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10.4 RESTRICTED MILITARY ZONE
◼ The Royal Brunei Armed Forces (RBAF) hold regular firing exercises in the Binturan Firing
Range bounded by the following coordinates and BSP contracted vessels are prohibited
from navigating in this area:
A
4º 51.8’N
114º 42.0’E
B
4º 58.0’N
114º 37.7’E
C
5º 04.3’N
114º 46.8’E
D
4º 58.8’N
114º 50.8’E
E
4º 54.2’N
114º 47.2’E
10.5 OIL AND GAS EXPLORATION AREAS; HAZARDS
◼ Whilst every effort is made to ensure that all offshore structures are suitably lit and charted
there may be light failures and new structures may exist. It is therefore critical that a proper
and effective look out is maintained;
◼ “Unlit obstructions/structures” may exist up to 25 miles offshore. Masters and Navigating
Officers shall exercise extreme caution whilst operating in the field during the hours of
darkness.
◼ In addition to the use of radar and a qualified lookout, a searchlight may be used to spot
unlit structures, buoys, logs/flotsam.
◼ Masters shall ensure that the vessel’s navigation is planned in adequate detail, with
contingency plans where appropriate.
10.6 NAVIGATIONAL WARNINGS
◼ Navigational hazards such as obstructions in the field (large logs, vessels and barges
adrift), extinguished navigational lights/lanterns must be reported without delay to the BSP
Marine Department, SMR/22, if necessary, through "Brunei Shell Radio", VSL on VHF
Ch.19. A navigational warning may then be issued to other vessels, as well as to the Brunei
MPA. Information taken from Brunei Government Notices to Mariners may initiate a similar
message.
◼ SMR NTM may be issued from time to time as required.
10.7 DEBRIS AND FLOATING OBJECTS IN THE FIELD
◼ Floating debris may be encountered in the BSP operational area. Sighting of floating debris
that may cause hazard to navigation should be reported to the Duty Marine Captain.
◼ Any specific action required to be taken to remove, deflect or otherwise remove such debris
should only be undertaken following risk assessment.
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10.8 SIGHTING OF DERELICTS AND DISABLED CRAFT
◼ Upon sighting or receiving a report of an abandoned or capsized boat, the Master shall
inform IPC and the nearest manned platform/location immediately. IPC will inform Brunei
Shell Radio (VSL), who in turn will call SMR Duty Marine Captain, NSARCC, Marine Police
and the Duty IMT Incident Commander, as applicable.
10.9 TIDAL INFORMATION
◼ Tidal height predictions for Brunei Open Waters (excluding Brunei Bay and Muara) and
Belait River are published yearly by the BSP Topographical Department. These tide tables
can be obtained in soft copy from the Marine Department, SMR/21.
10.10
VESSEL HANDLING
◼ Manoeuvring and controlling the vessel shall be undertaken from the appropriate control
station.
◼ Method of changing between forward and aft control stations shall be posted and
understood by all watch-keeping personnel.
◼ Emergency stop and exit from 500m shall be familiar with officers maintaining a watch
and should be practiced.
10.11
ENHANCED JOYSTICK OPERATIONS
◼ Enhanced joystick facility is the facility whereby the ship handler can use the input of a
reference system, such as Fan Beam, into the joystick to maintain the vessel’s position or
move the vessel to a position as a result of a command input by the ship handler
◼ Ship handlers shall check the limitations imposed using this system.
◼ To ensure safe and efficient use of the facility ship handlers must be familiar with how to:
o Engage/disengage enhanced joystick facility
o Select appropriate settings for the joystick and reference input according to the
conditions
o Recover in the event of a failure
◼ Vessel operators shall provide guidance to ship handlers;
o Description of the manoeuvring systems (propulsion, joystick and reference
systems)
o Limitations of the equipment; a capability footprint is a useful aid.
o System operation with regards to setting up on location
o Records of service reports, system trials and system failures are to be maintained
onboard
◼ Vessel operators shall have a fit for purpose training program that enables ship handlers
the capability to operate the system with confidence. Records of such training to be
maintained.
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10.12
POSITION REPORTING
◼ Masters shall keep the Scheduling Department IPC/1 informed of all movements of their
vessel- arrival, departure at designated locations including any delays incurred.
◼ Communication shall primarily be via fixed telephone provided by BSP.
◼ There is cellphone coverage throughout most of the field.
10.13
GOLS STAR (DAILY REPORTING)
◼ GOLS Star system is a reporting system for vessels operating for BSP. Activities are reported
online for data capture.
◼ Master or Crew shall not be distracted with GOLS Star.
◼ Vessel master shall be liable for the accuracy of the report and ensure all data in the GOLS
Star reports are complete as per table below:
Type of post
Activities - Primary Vessel
activity
Activities - DP status
Activities - Voyage status
Consumption + machinery
running hours
Forecast
Information
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Information required
Operations carried out as
listed in port/field
operations dropdown list
Sailing activity/ infield
movement/distance
travelled
lifting activity/transfer of
dry bulk or liquid cargo
details
standing by activities
vessel
breakdown/maintenance
days
For DP vessels only - DP on
or DP off times
Frequency
Vessel under IPC/2 to
update every 6 hours;
Other vessels to update
daily
Only IPC/2 vessels to
update voyage number,
time and date as per
instruction from IPC/2
Consumption of daily fuel
and machinery running
hours
Update when vessel
arrives/leaves port
Planned activity of vessel
for next 24 and 48 hours
Crew details and weather
condition
Update daily
Update when DP mode
changes
Update daily
Update daily for
conditions @ 0000 hours,
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0600 hours, 1200 hours
& 1800 hours
HSSE
10.14
HSSE incident and safety
drill summary
Update for any HSSE
incident occurrence and
safety drills carried out
VESSEL MOVEMENT MONITORING VIA AVT
◼ In order to assist logistical operations, marine emergency response and incident
investigation, Automatic Vessel Tracking System (AVT) has been installed on most vessels
operating for BSP. This system installed by TSM, uses DGPS to monitor the position of all
such fitted vessels.
◼ If it is suspected that the AVT unit has stopped working or if is switched off for any reason
the Master to inform the Duty Marine Captain.
10.15
NAUTICAL PUBLICATIONS AND BSP HYDROGRAPHICAL
CHARTS
◼ Every vessel shall provide its own British Admiralty charts, sailing directions, notice to
mariners and relevant nautical publications to cover the expected operating area.
◼ Additionally, BSP shall distribute an e copy of the required set of APPC (Anchor Pattern
Planning Charts to each vessel on charter. (Please note that these TOPO Charts are for
reference only).
10.16
UNDER KEEL CLEARANCE
◼ Under Keel Clearance Standard (UKC) provides a common approach to the management
of under keel clearance on all vessels chartered by BSP. The objective is to ensure that all
vessels remain afloat with a safety margin appropriate to the specific circumstances. In the
case where the UKC documented in the vessel’s Safety Management System dictates a
greater UKC than prescribed by the requirements below, then the greater UKC shall be
adopted
Under Keel Clearance
Where the UKC exceeds 50% of the vessel’s current maximum
static draft, further UKC calculation are not required. Masters
shall plan their voyages to avoid, wherever practical,
transiting areas where the UKC is less than 50% of the vessel’s
maximum static draft
Open Sea
Confined Waters
(Excluding Channels,
Fairways and alongside
a Berth)
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Where the UKC is less than 50% of the vessel’s current
maximum static draft the vessel shall maintain a minimum
UKC of 10% of the current maximum static draft, after
considering applicable dynamic factors
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** Dynamic factors include squat determined from ship’s data
curves or calculation, motion caused by sea waves, swell
or heel during to turning etc.
Channel Fairways
Alongside Berth
Whilst “Underway” the minimum UKC required is 1.5% of the
moulded breadth of the vessel but not less than 0.6m after
considering applicable dynamic factors.
Whilst alongside a berth, the minimum required UKC is 1.5%
of the moulded breadth of the vessel but not less than 0.3m
As guidance, refer to:
 Code of Safe Working Practices
 Vessels from Shore Facilities – Guidance for Terminals and Projects
 MMG 34 – Maritime Assurance of Upstream Supply Bases
 OCIMF document ‘Marine Terminal Baseline Criteria and Assessment Questionnaire’
‘Berth Suitability Criteria’ analysis data for the port and vessel
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11. DP OPERATIONS
11.1 DP VESSEL CLASS AND SELECTION
◼ The use of a DP vessel for a task is ultimately a decision made by BSP.
◼ DP vessel performance is described in terms of equipment redundancy and ability to
maintain station under a set of environmental conditions. IMO MSC 645 describes three
levels of equipment redundancy referred to as Class 1, 2 and 3. The major classification
societies publish rules for DP systems based on these three levels of equipment redundancy.
◼ There are three equipment classes, defined as follows:
o Class 1; loss of position may occur in the event of a single fault.
o Class 2; loss of position is not to occur in the event of a single fault in any active
component or system.
o Class 3; a single failure includes:
▪ Items listed above for Class 2, and any normally static component is
assumed to fail.
▪ All components in any one watertight compartment, from fire or flooding.
▪ All components in any one fire sub-division, from fire or flooding.
◼ DP Class designation is solely equipment based.
◼ In order to operate the vessel in this manner, for any single working situation:
o The worst-case failure mode must have been correctly identified and vessel shall
not be operated beyond worst case failure mode.
o The vessel must be set up to operate as described in the failure modes and affects
analysis Equipment must be maintained to reduce the probability of this failure
mode and prevent other worst-case failure modes arising.
o The crew must have enough experience and training to fully understand the
limiting conditions and react in a manner that does not cause the situation to
deteriorate
◼ Risk management procedures must be in place. (FMEA)
◼ It is an important provision of IMO MSC 645 that vessels are only operated in such a way
that the worst-case failure can occur at any time without causing a significant loss of
position.
◼ The DP configuration and capability must be identified to achieve the highest level of stationkeeping integrity.
11.2 ASOG (ACTIVITY SPECIFIC OPERATING GUIDELINES)
◼ The ASOG is a Decision Support Tool presented in a tabulated format which lays out the
configuration of the DP system and sets out the operational, environmental and equipment
performance limits considered necessary while carrying out a specific activity
◼ An ASOG is specific to the vessel and operation and shall be established for each project,
well or logistics activity as appropriate and implemented prior to execution of the work.
Validation of crew competence, experience and familiarization with the format and use of
the ASOG shall be confirmed. Where locations are within the same operating block, similar
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location and have identical seabed, met ocean and weather conditions a single ASOG can
be utilised.
11.3 DP REFERENCE SYSTEMS
◼ The conditions at the intended work site must be considered when selecting which position
references should be deployed.
◼ All DP2 Vessels shall have at least 2 Relative and 1 Absolute Reference Systems.
◼ Fan beam systems over time, have proved very reliable, however cleaning the lens and
ensuring the reflector is well positioned will further enhance performance and reliability.
◼ To gain the full benefit of a fan beam system it is required that prism type reflectors are
fitted. These provide an accurate fix without the risk of the beam being drawn to other
targets, such as reflective strips on coveralls. Tube type reflectors should therefore only be
used on a case by case basis approved by an AP-MS or SME.
◼ Electrical supplies to sensors and to devices involved in obtaining differential global
positioning system (DGPS) corrections should be checked for redundancy.
◼ Three reference systems shall supply the DP system to ensure the PRS monitoring logic within
the DP system is properly utilised.
◼ If the vessel is to remain on station during helicopter operations care must be exercised that
the downwash from the helicopter does not cause incorrect wind data to be input to the DP
system. For this reason, the wind sensors should be disabled when there is risk that
helicopter downwash may affect the sensors.
11.4 BUS CONFIGURATION
◼ Default configuration for DP operations shall be with an open bus configuration.
Segregation shall be maintained at all levels of the power plant.
◼ Exceptions to this requirement will be on case by case basis that will be subject to separate
study/discussion. Examples maybe for Hybrid systems, as they are developed.
11.5 BARGE ALONGSIDE DP VESSEL
◼ There may be cases where it may be desirable to have a barge alongside a DP vessel in
support of the industrial mission.
o Such operations shall not be undertaken without an ASOG in place that
specifically addresses the issue of “BARGE ALONGSIDE”.
o A Vessel should not be contracted for such work scope until it has been positively
assured that the vessel has the DP capability to undertake such task. E.g.
appropriate software has been installed.
11.6 FAULTS/ISSUES WITH DP SYSTEMS
◼ When a vessel experiences a fault in their DP systems the ASOG is to be followed and MRT
called as indicated.
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◼ DP MRT Team 24-hr number is +1 281 217 2934
11.7 RETURN TO WORK PROTOCOL
◼ Where a DP vessel has had to suspend DP operations due to fault or breakdown and MRT
has been contacted; return to work on DP operations is permitted only when Return to Work
has been authorised by the BSP Maritime SME or his delegate.
As guidance, refer to:  MMG45
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12. VESSEL MAINTENANCE
12.1 GENERAL
◼ The vessel shall have in place an effective Planned Maintenance System, which should
include all critical equipment, machinery, safety critical equipment and, critical Operational
spares carried on board.
◼ Critical equipment should include equipment critical to the industrial mission. Systems such
as;
o Air conditioning;
o Gangway systems and associated equipment;
o Cranes;
o Pumps and supply service equipment, including hoses;
o Specific navigational equipment;
o Hotel support services.
◼ The Master/Operators shall advise contract holder of key milestones such as Class Surveys
and dry-docking so that these maintenance periods can be accounted for in the Integrated
Activity Planning (IAP) cycle.
12.2 DEFICIENCIES
◼ Any equipment breakdown, which affects the safe or contractual operation of the vessel
must be reported to the Duty Marine Captain and Contract Holder, together with details of
any immediate mitigation and follow up with plans to rectify.
◼ So far as possible root cause shall be identified for equipment/systems failure.
12.3 DEFICIENCIES RELATED TO DYNAMIC POSITIONING (DP)
SYSTEMS
◼ DP Vessels shall be guided by their ASOG and shall call the respective focal point as
indicated on the ASOG document should conditions indicate.
◼ DP related systems that suffer faults or failure when not operating in DP mode shall also be
reported to the Maritime Risk Team and root cause identified before the vessel returns to DP
operations.
12.4 MOORING ROPES AND WIRES
◼ Ropes and wires that are in use shall be individually identifiable, certificated and records
of inspection maintained.
◼ A maximum of two splices permitted within length of mooring rope.
◼ Ropes and wires that have met discard criteria shall be quarantined such that they cannot
be used accidentally.
◼ Tugger winches and work wire are often most used and abused. Careful inspection must be
undertaken to ensure that these wires remain in safe condition. Ref Vessel SMS
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◼ Anchor wires shall be managed in line with the vessel SMS, IMCA or API Guidelines, or
vessel Charter Party whichever is the more stringent. There is no BSP replacement criteria
based upon time in use alone. API Guidance regarding inspection is as follows;
◼ Similar inspection regime is to be followed for chain;
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13. PERSONNEL TRANSFER
13.1 MAXIMUM DISPLACEMENT FOR VESSELS AT BOAT LANDINGS
◼ The maximum Displacement for operations at Boat Landings are as follows:
Vessel’s Displacement (mt)
500
750
Hmax
1.5m
1.0m
Approach Speed
Less than 1.0kt
Less than 1.0kt
◼ Masters of Utility Supply Vessels (Maintenance, Scaffolding and Painting Campaign)
conducting passenger transfers at the boat landings must limit their displacement to the
above guidance when conducting passenger transfers at the Platform Boat Landings.
13.2 SWING ROPE TRANSFER TO/FROM OFFSHORE STRUCTURES
◼ To reduce the risk of offshore structure damage by vessels manoeuvring to boat landings
when transferring personnel to/from such, the size of vessel suitable for use in this operation
must be limited to the following classes:
o Fast Crew Boats
o Area Launch / Standby Boats
o GP Pilot Boats (being used for pilotage services within the Marine Department) or
GP vessels fitted with a prefabricated boat landing at the stern.
◼ The Master shall ensure that there is sufficient height clearance for transfer to take place
prior to final approach.
◼ Business Partners/Vessel Operator shall manage the inspection and change-out
requirements of the swing rope and associated accessories e.g. connecting shackle,
overhead frame/cage etc as per AED/2 and OAI/43 approval.
Swing Rope Material
POLYESTER 3-strand
Swing Rope Size
28 mm with suitable thimbles (sizes 28-30mm)
Swing rope length to be adjusted to suit the height of
the swing rope frame
Shackle Type
Shackles shall be of the 4-part d or bow type safety
anchor type, with retaining nut and split pin. Screw
pin shackles are not to be used
Distance between knots
Knots starting 40mm from thimble/ connecting
shackle, equally spaced throughout the rope length
Inspections
Change-out frequency of 12 months with colour tags
in accordance with BSP Lifting Equipment Colour
Coding System.
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◼ The Master of the vessel must risk assess the transfer activity before anyone is permitted to
transfer. The following guidance is provided;
o Weather and sea-state assessment;
o Confirm that he can hold station for the duration of the transfer at the boat landing;
o Preferred Boat Landing must be on the lee side;
o Proximity of unguarded risers;
o The boat landing level awash due wave action;
o The static point of transfer (Stern or vessel point of transfer) level should be no
more than 0.5m above or below the landing area to be transferred to/from.
o Movement at the point of transfer should be minimised as much as is feasible by
adjusting ships heading and transfer should only be permitted by the respective
BLO if vertical relative movement is within +/-0.5m
◼ A Boat Landing Officer (BLO) shall be available at the point of transfer and shall ensure the
following through briefing to transferring passengers;
o All passengers shall be wearing a BSP approved self-righting lifejacket and be
properly attired for offshore work and travel;
o All passengers test the swing rope at platform by visual inspections and by giving
the swing rope a few tugs;
o Ensure passengers correctly hold the swing rope;
o That no luggage must be carried, including backpacks during the swing rope
transfer;
o To ensure that no transfer is to commence until the Master gives the go ahead;
o Check with passengers if he/she is comfortable to transfer and, confirms that the
final decision regards transfer remains with the passenger themselves.
◼ The Vessel Master will decide if Passenger Transfer Operation can go ahead.
◼ The final decision to transfer rests with the individual.
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13.3 MANAGING THE ACTIVITY
It is recognised that different vessels may have different capabilities, and this is reflected in
the BSP Marine MOPO.
◼ A Risk Assessment must be completed by the Master or OIM before the activity commences,
i.e. it must be assured that the vessel can maintain position safely alongside to enable safe
transfer to take place. This assessment should be noted in the log.
◼ All equipment involved in the transfer shall be certified, catalogued and maintained as
critical equipment within the respective SMS
◼ Personnel involved must be trained; includes BLO
◼ All passengers must wear a BSP approved Self-Righting lifejacket when transferring
between offshore locations. The lifejacket may be removed once the passenger has entered
the passenger cabin.
◼ In the event of an emergency, passengers are required wear an approved life jacket, which
will be readily available inside the passenger cabin.
◼ The number of passengers allowed to be carried by a vessel shall be governed by the
number stated on her certificates and this limit shall not be exceeded except in an
emergency.
◼ Adequate supervision must be available
◼ Where a “walk to work” system is utilised such as a motion compensated gangway the
manufacturers instructions and Operators guidance is to be followed.
In addition, for transfer by Personal Transfer Basket, The Master and OIM shall ensure that:
◼ There is a safe unobstructed landing area of 6-meter diameter on the deck of the vessel
◼ Passengers and Deck Crews have been fully briefed of the operation
◼ Where access to a platform has been achieved through use of motion compensated
gangway due to unavailability of the boat landing the vessel fitted with motion gangway
system must remain within the 500m zone whilst personnel remain on the platform so that
means of escape is readily available.
◼ Unrestricted visibility between crane and landing areas
13.4 PERSONNEL ACCESS PLATFORM (PAP) AND CONVENTIONAL
GANGWAY
The following applies to all vessels that use PAP and conventional gangway to facilitate access
between Vessel and platform.
There have been several incidents/near misses where contact has been made with the
gangway installed at the platform by the PAP, caused by the vessel movement whilst at
location. This has the potential to harm people.
Due to the inability to control motion by vessels lying to two anchors and moored to platform
the use of PAP and conventional gangway is no longer permitted on non-DP vessels.
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Vessels on DP may continue to use PAP and conventional gangway and shall be guided by
the following when developing or updating their procedures;
◼ Prior to setting up on gangway at platform consideration must be given to alternative
platform access.
◼ When Moving the vessel into position the vessel must be observed to lie such that horizontal
movement does not exceed 800mm before transfers may commence and, position of
gangway must always remain within the width of the PAP.
◼ Vertical height difference must be within +/-500mm
◼ If relative motion cannot be maintained within these stated limits, transfers by PAP system
shall not commence or shall be suspended.
◼ The PAP is not to be handled/moved into or out of location by personnel unless the vessel
is well clear of the gangway removing risk of line of fire incidents.
◼ PAP design/construction and/or modifications must have approval for use from AED/2.
◼ All approved securing arrangements must be in use prior to using PAP transfer system.
◼ Procedures are to be available on board that describe the operation of the PAP and clearly
define operational limitations. Please ensure that a copy of these procedures is sent to SMR.
◼ A tool box talk must be held before PAP/Gangway system is used.
As guidance, refer to:
 BSP Marine MOPO
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 IMCA M.202 – Guidelines for the transfer of personnel to or from Offshore vessels
 CoSWP, Section 4 Chapter 31
 MMG 4 Life Saving Rules Guidance
13.5 SELF-RIGHTING LIFEJACKETS (SRLJ)
◼ All personnel working in an area where the exposure to the risk of drowning exists must
wear a SRLJ as part of their PPE
◼ All SRLJ used should be certified, preferably approved by BS/EN, meet SOLAS
requirements to bring upright, an unconscious person
◼ As a minimum, BSP requires that all personnel involved in working on the back deck of
Supply Vessels, Anchor Handling Tugs and manning FRCs be equipped with an inflatable
SRLJ
As guidance, refer to:
 Group HSSE Control Framework Personal Safety Manual ‘Personal Protective Equipment’
 BSP Work Management Procedures
 MODU / Vessel SMS
 CoSWP, Section 1, chapter 4
 MMG 4 Life Saving Rules Guidance
 SOLAS
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14. MOORING AND ANCHORING
This section applies to Offshore support vessels mooring and/or anchoring activities in BSP. It does not
apply to MO(D)U operating in field. For mooring alongside in KB and Muara please see section on Supply
Bases.
14.1 MOORING AND ANCHORING OPERATIONS
◼ Anchoring and mooring in the BSP operational areas are subject to control. Vessels should,
where practicable anchor within designated anchorage areas and should not anchor within
1 nautical mile of any charted sub-sea pipeline or other seabed structure whether buried
or not without approval.
◼ Except where specifically installed for supply operations, LCT Mooring buoys are not for
the general use of vessels. Such buoys are located for the use of smaller vessels, such as
IUV Stand-by and GP vessels, which are not equipped for deeper water in the field.
◼ Only 1 vessel shall be moored to a single buoy.
◼ Dedicated supply LCT buoys (back down supply buoy) with appropriately sized anchor and
wire arrangements may be installed at Drilling MO(D)Us/ Tenders, Work barges and
certain production locations. These buoys are for the exclusive use of vessels supplying the
unit/ platform. They are directionally deployed and should not be used for general mooring
or standby.
◼ There maybe LCT buoys located at KB Roads anchorage area (wet stored). These buoys
may be removed for use elsewhere in the field when required. When in position at KB
Roads, they may be utilised by vessels for mooring.
◼ Standard 22-meter x 80mm mooring lines are fitted to LCT mooring buoys. Spare lines are
carried on the field AHTS vessels, and deficiencies must be reported to SMR/22. Extensions
to these lines are not permitted.
◼ Masters of vessels are requested to inform SMR/22 if they observe any damage to these
buoys and moorings or consider the mooring buoy needs repair.
◼ Anchoring within the field locations (controlled areas) is permitted when an anchor pattern
has received approval from BSP’s Marine Department (SMR/2).
◼ Offshore support vessels are also not to anchor close to SPM and BLNG approach routes
(from north).
◼ Anchoring for reasons other than emergencies, within the approaches of Muara Port and
Kuala Belait River is prohibited.
◼ During passage through the field all anchors must be secured with the use of chains/wires
in addition to the use of guillotine and brakes.
14.2 USE OF MOORING ROPES FOR WORKBOATS MOORING TO
PLATFORMS
◼ Vessels are not permitted to tie up to platforms in the BSP field without the permission of the
respective Offshore Installation Manager.
◼ Stern mooring lines used by workboats mooring to platforms are to be at least 150m in
length.
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◼ In the case where a MO(D)U, Work Boat or USV is required to deploy anchors or soft lines
when working at a platform the BSP CSR must apply for a PTW to conduct these operations
at the platforms.
◼ Vessels that are prohibited from tying up to platforms, and must either:
o Anchor at designated anchorages
o Tying up to deployed mooring systems in the field
o Standby/Drift in clear areas (approximately 1nm clear of any platform) till the
need arises for the vessel to continue operations with the asset or the mother vessel.
14.3 APPROVAL OF ANCHOR PATTERNS
◼ Anchoring within the field and within 1nm of facilities may be approved following the
submission of an anchor pattern. Note the following;
o Anchor Distances to pipelines in line with 100/200m limits e.g. in direction of pull
there must be at least 200m distance between proposed anchor position and
pipeline and, if anchor is proposed to be laid on without crossing the pipeline then
it shall be at least 100m from that pipeline.
o Anchor positioning in the vicinity of the platform/structure must be at least 150m
clearance from the nearest platform/structure.
o A minimum of 5 meters clearance shall be provided between the anchor wires and
the platform legs.
o Anchor Pattern plotted on the latest revised edition APPC chart
o APPC planning Chart revision number included in the submitted plan
o Catenary Calculation for anchors deployed stating Min/Max Tensions which will
indicate touch down points of the wires.
o Standoff position where the anchors will be run with the assistance of the anchor
handling vessel (AHTS)
o Anchor coordinates included in the plan
o Protection of subsea infrastructure by means of inserting a mid-line Buoy to ensure
that the anchor wire does not impact any subsea infrastructure. (Vertical clearance
no less than 10m)
o Bollards being utilised for soft rope connection to jackets
o Stern Mooring set up plotted on the Platform Plot Plan, with vessel shown to scale.
o ETA location and duration of stay included in the plan
o Name of the person submitting the plan clearly stated with return contact details
included;
o Emergency Pull off criteria and position
o Weather Limits are stated;
o Minimum and Maximum Tensions to be stipulated;
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Anchors must be laid at least Anchor lines must be at least 10m vertically clear of
200m from pipeline when in pipelines/cables; using buoy/s as necessary to assist
direction of pull
Vent
Platform
Bridge
Platform
Anchors must be laid not Anchors must be laid not less than 100m from the nearest
less than 100m from the structure (i.e. Platform and bridge)
nearest structure (i.e. Vent)
Platform
Leg
5m
5m
Anchor wire must have at least 5m
clearance from the platform leg.
14.4 MOORING TO PLATFORMS
◼ Vessels may moor to platforms, however there are some restrictions.
◼ In planning for securing of soft lines to platforms, the Master must consult with the CSR, to
verify that all mooring lines shall remain clear of Obstructions and Risers, within the range
of vessel’ s movements when moored to the platform. The following are considerations;
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A proper risk assessment involving all parties must be carried out.
The sequence of mooring and letting go must ensure that no risers are likely to be
fouled.
o Platform bollards and mooring equipment SWL are to be strictly complied with.
(Max 50 Tons SWL)
o Weather restrictions; up to 2.0m Hs wave height and/or 20kts wind speed.
o All Tripods in the BSP field are restricted to a maximum loading of 40 tonnes and
the following;
▪ Weather restrictions; up to 1m (Hmax) and wind up to 15 knots.
o Tripod vent jackets restricted to 25mt
o Bollards must be used for all soft rope connection to jackets if they are available.
o Cross-mooring lines must be utilised whenever a gangway is in use.
◼ To check the maximum mooring loads of the platforms is within stipulated accepted limits.
◼ Emergency pull off criteria and position plotted with regards to sequence of letting go of
the stern moorings in relation to the weather conditions must be addressed.
◼ Emergency Pull off after ceasing Personnel Transfer via the Personnel Access Platform must
be addressed.
◼ Records of the mooring plan must be kept on the vessel.
o
o
14.5 SPRING/PARACHUTE BUOYS IN ANCHORING OPERATIONS
◼ Mid-Line/Spring Buoys, (also known as Parachute Buoys) are used to ensure anchor
mooring wires are lifted vertically clear of (minimum vertical clearance of 10m), and do not
chafe/snag on pipelines or other underwater obstructions.
◼ These buoys are usually clearly visible during daylight hours floating at the surface, but
maybe partially and should not be totally submerged below the surface.
◼ It is recommended that the buoys are fitted with retro reflective tape so that the buoys are
conspicuous for any vessels navigating within the anchor pattern during darkness.
◼ The buoys must be each fitted with swivel connector at the tail chains. Very often that the
buoy detached from the anchor wire due to excessive torque asserted on the pennant wire.
◼ It is necessary to ensure all mariners are aware of the location of the anchor line buoys
and, this is achieved by:
o SMR/2 publishing a Notice advising mariners that an MO(D)U is operating in the
field.
o The barge transmitting navigational warnings advising vessels of the location and
position of these buoys within the barge anchor pattern.
o Anchor buoys and/or Spring/Parachute Buoys are to be orange or yellow in
colour.
o When the spring/Parachute Buoys are partially or totally submerged, they are to
be identified by attaching a large Norwegian/Tell Tale buoy to the
spring/Parachute Buoy, ensuring this buoy is clearly visible on the surface.
◼ Vessels operating in the vicinity of a MO(D)U are advised to keep well clear of the anchor
pattern. If a vessel is required to enter within the anchor pattern, Masters are to follow the
normal procedure of requesting permission to enter.
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14.6 MIDLINE BUOY CLAMPS
◼ There may be different designs of mid-line buoy clamp, however each type shall be
accompanied by;
o Instructions on how to fit securely to prevent the clamp from slipping once
deployed.
o The required torque settings and appropriate torque wrench for securing the
clamp.
o Spare liner inserts, bolts and nuts and any other consumable hardware.
14.7 VESSEL MOORINGS
◼ All vessels chartered by the Company must have as an absolute minimum the following
mooring combination:
o 1 Head/Stern/Breast line forward and aft and 1 Spring line forward and aft and
this is subject to additional moorings as may be required by the Port mooring
requirements, forecast weather, duration of stay alongside, requirements to double
bank.
o Mooring security should be assured by having sufficient lines out forward and aft
such that single point failure does not jeopardise the safety of the vessel.
◼ The above recommended minimum mooring should be supplemented by additional
moorings in the following circumstances;
o When the requirements of the Logistics Base, Port Authority or conduct of a
mooring analysis dictate
o When vessels are double banked consideration must be taken of the MBL of the
mooring lines and the SWL of the jetty equipment.
o Triple banking is not permitted.
o In exposed locations, where prevailing wind, sea, current and swell may influence
vessel alongside berth
o When the vessel is laying alongside for prolonged periods, not engaged in cargo
operations and manoeuvring systems are disabled
o Passing traffic is liable to cause interaction between vessels
o When larger than the standard OSV’s are to be moored at a Base
o Forecast weather conditions will exceed the documented operational limits for the
minimum mooring arrangement
o Where the minimum mooring arrangement does not provide sufficient restraint,
due to poor mooring line angles and lengths
o Surge, sway and yaw motions impact on maintaining a safe access to the vessel
◼ The Supply Base Coordinator in liaison with the Port Authority should provide linesmen to
assist with the mooring operation when mooring the vessel to a berth
◼ Mooring deployment should be risk based and take into account potential factors that may
escalate.
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As guidance, refer to:
 ILO document ‘Accident Prevention on Board Ship At Sea and In Port’.
 OCIMF ‘Effective Mooring
 CoSWP,
 MMG 21- Minimum Mooring Recommendations For Offshore Support Vessels
 Mooring analysis carried out for that port (if conducted)
14.8 MOORING (LCT) BUOYS
◼ A Vessel not engaged in an activity with the Installation or MO(D)U, or scheduled for a
voyage, may make fast to the Mooring Buoys, where provided by the company.
◼ Such activity may only be carried out after a risk assessment has been carried out by the
vessel
◼ Only one vessel may be moored at the Mooring Buoy. Tandem mooring is prohibited.
◼ Vessels shall only moor to the Mooring Buoy from the bow.
◼ As a minimum, 2 persons are required to moor the vessel to the buoy, where one shall be
in constant communication with the bridge control stand
Ref; Reflective learning
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15. WORKBOAT OPERATIONS
◼ Workboats engaged by BSP are unique in that they will have marine crew as well as
personnel mobilized for the industrial mission and may have direct employees of BSP on
board.
◼ During Campaign operations of AER/TWC the vessel may use:
o A 2-point moor forward and backs into the platform and ties up the stern using
soft lines.
o A 4-point anchoring arrangement if space permits, or
o DP Mode. (DP2 with appropriate ASOG)
◼ Before a workboat can proceed to a 4-point mooring there must be at least a generic
mooring analysis available that demonstrates that the vessel is capable of safely holding
station in the field.
15.1 WORK ACTIVITIES
◼ Activities that might be carried out on board are;
o
o
o
o
o
o
AER Campaign Operations (Maintenance/Painting);
TWC Campaign Operations (Wire line/CTU/Grouting Operations);
OAI/5 Diving/ROV Operations;
Accommodation vessel to support operations;
Lifting loads to/from platforms;
Passenger Transfers from support craft.
15.2 COMPANY SITE REPRESENTATIVE (CSR)
◼ These vessels will have an appointed Company Site Representative (CSR) on board.
◼ The BSP CSR is the TWC/AER company representative on board and is responsible for the
company’s interests. He liaises between the Workboat contractor’s personnel and the
drilling/Construction/ Engineering Department as applicable.
◼ Whilst the CSR is the BSP Company rep on board the Master retains accountability for the
vessel, and all those on board. The Master remains the “duty holder”.
◼ Note that the TWC CSR is referred to as the WSSOE or Well Services Site Operation
Engineer.
15.3 INTERFACE DOCUMENT
◼ Each workboat will have an interface or bridging document that defines the interface/s on
board and where specific responsibilities lie.
15.4 WORKBOAT PLANNING
◼ The planning of workboat work locations is covered with the Integrated Activity Plan (IAP).
When a workboat is required to go to anchor at a location an approved anchor plan must
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be available prior to moving to that location. To ensure that this is available early notice is
required to SMR/2 team.
15.4.1 Anchor planning for workboats
◼ When designing the anchor pattern for positioning the Workboat, following criteria to be
considered:
o Heading in relation to the prevailing weather;
o The presence of critical pipelines and debris within the anchor pattern;
o Protection of subsea infrastructure by means of inserting a mid-line Buoy to ensure
that the anchor wire does not impact any subsea infrastructure. (Vertical clearance
not less than 10m);
o Centenary Chart of the anchors deployed (Max and Min Tensions stipulated);
o Standoff position where the anchors will be run with the assistance of the anchor
handling vessel (AHTS);
o Emergency pull off criteria and position;
o Position of the Workboat for conducting heavy lift operations e.g. lifting drilling
sets;
o Anchor patterns of other MODU’s Barges, Work Boats operating in the same area;
o Limiting Weather conditions and adherence to the Marine MOPO;
o Stern soft mooring set up to platform, riser location, availability of mooring
bollards, legs (safe mooring load of platform) and access for gangway
deployment on the platforms;
◼ Note that workboats shall also comply with the;
o Minimum distance requirements as documented in these procedures.
o Mooring to platform requirements, and;
o Minimum distances from subsea pipelines and cables when anchoring.
15.5 PRECAUTIONS WHEN SELF-LAYING ANCHORS
◼ Care shall be taken to ensure that the anchors are placed in the correct position and to
avoid dragging bights of wire along the seabed. This may lead to damage of the wire,
subsea infrastructure or could leave the wire with a belly to the anchor allowing for
movement of the vessel towards the platform.
15.6 USE OF ANCHOR HANDLING TUGS
◼ There will be many cases support from an AHT is required.
◼ In the following cases an AHT should be called to support;
o
o
o
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In cases where pipelines must be crossed, and mid-line buoy/s have to be used;
Where the workboat has a defect with steering and/or propulsion and a MOC
process has been followed to permit the vessel to continue to location.
Where the Master may feel less confident that he can undertake the self-lay;
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15.7 REMOTE POSITIONING
◼ Remote Positioning (RP) equipment will be required on board if self-laying anchors or at
least on the AHT if AHT is laying anchors for the workboat.
◼ The RP equipment allows the TSM team ashore to remotely advise the position to lay the
anchors so that they are laid clear of subsea obstructions and infrastructure.
15.8 PRE-TENSIONING
◼ Before regarding a vessel as safely moored, the holding power of all mooring anchors must
be demonstrated by applying a test tension, also called pre-tension.
◼ The highest tension to be achieved during such a test has been predetermined and forms
part of any approved anchor pattern plan.
◼ For two points moored vessel:
o Anchor of less than 3 tonnes; at least 4 times the weight of the anchor e.g.,
minimum 2 tonnes anchor then 8 tonnes pre-tension required;
o Anchor of 3 tonnes or more; at least 3 times the weight of the anchor, e.g., 4
tonnes anchor- minimum 12 tonnes pre-tension required;
o For four points moored vessel, a higher pretension load is required, dependant on
the size of wires used (this is typically 80% x 1/3 of breaking load of wire);
o Where a vessel is to work alongside or near an offshore installation, all mooring
anchors must first be proven to the agreed test tension while the vessel is still in the
designated standoff position.
o A standoff position must lie at least 30 metres away from an offshore installation.
Thereafter, the distance to the installation may be brought down to the working
distance.
15.9 MAXIMUM PERMISSIBLE WORKING TENSIONS
◼ For working conditions, the maximum permissible tension of a mooring wire must never
exceed one third of its certified breaking strain.
◼ When tension in any mooring wire reaches 80% of one third of the wire’s MBL, or the
pretension load achieved, whichever is the lesser, operations should be suspended, and
preparations made to depart from location.
◼ For vessel on two points moor, whenever the tension on the anchor wires exceeded the
proven pretension applied, similar preparation to leave the location must be in place.
◼ When it has been confirmed that the higher load experienced on the mooring had not
resulted in anchors being dragged, the vessel may remain on location, provided that this
new load does not exceed 80% x 1/3 of the MBL of the wire or the combined load of the
moorings do not exceed the safe mooring load of the platform.
◼ The new proven load can then be the new criteria for preparation to leave. When tension
had reduced, the vessel may then stand down the engines and resume normal monitoring
of tension.
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15.10
EMERGENCY DEPARTURE
◼ All workboats shall have in place plans to manage emergency departure from location.
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16. INSTALLATION 500M SAFETY ZONES
16.1 ARRIVAL AT THE INSTALLATION
16.1.1 Controlling Authority
◼ The OIM is the BSP authority who gives permission for the entering, moving, anchoring,
and mooring of vessels and mobile offshore units within a controlled area.
◼ A Vessel is considered an arrived vessel when it enters an area within 1 nm or less off the
Installation, has reported her intentions and receives acknowledgement from the
Installation
◼ A vessel shall not enter 500m safety zone of a platform/MO(D)U or mother vessels without
performing the 500m entry checks and receiving clearance from the installation/MO(D)U
(GOMO Appendix 8A 500m Safety Zone Checklist)
16.1.2 Vessel Approaching and Manoeuvring
◼ All approaches to an offshore installation must be on a manual heading control. The use
of autopilot inside the 500m Safety Zone is prohibited.
◼ The vessel course should be such that it is not directly at the platform.
As guidance, refer to:
 Selection of station-keeping mode GOMO, Section 8.4
 500m Operations Bridging Document
 DEP 37.90.10.32, ‘Dynamically positioned (DP) vessels for construction activities –
Selection and operation’
 BSP Marine MOPO
16.1.3 Approaching a Dive Support Vessel/Workboat
◼ Vessel shall not pass workboat, and vessels using cranes, displaying the appropriate
signals, closer than is necessary.
◼ If it is necessary to pass closer than 500 metres a 500m checklist shall be completed and
permission sought to enter the 500m safety zone.
16.2 500M CHECKLIST
◼ BSP provides a 500m checklist book that is aligned with GOMO Appendix 8A. Where a
vessel, under their own management system requires their own 500m checklist to be
completed they may complete the two checklists; however, may, subject to completion of
management of change process complete just the one, provided that the provisions of the
items included in the BSP checklist are adequately covered.
◼ The following shall be applicable to vessels engaged in area or stand by duties;
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Whilst the vessel remains within the field i.e AMPA, Fairley etc at least one
checklist per day shall be completed.
o When the vessel transits from AMPA field to Fairley field a new checklist shall be
completed and upon return to AMPA an additional checklist shall be completed.
o Prior to every entry/re-entry clearance must be obtained from the installation.
o Any change of status or navigation equipment or machinery must be reported to
the Controlling Installation focal point and new checklist completed.
o Presence must be reported to the Controlling Installation focal point and obtain
permission prior to departure from station/field duty
◼ All vessels scheduled to offshore installations or mobile offshore units must contact the
OIM, DSV or CSR or other responsible person as applicable and pass an estimated time
of arrival (ETA)
◼ There should be no MF/HF transmissions whilst the vessel is inside the 500- metre zone.
◼ All communication must be clearly understood.
◼ Every vessel entering the 500m-controlled area must maintain the ability to manoeuvre in
the event of a single point failure.
◼ Exchange of critical Marine and Cargo Information between the Vessel and Installation.
Information exchanged may include but not limited to:
o Which crane will be used (if Installation has more than one)? Reference should
be made to the Installation Data Card
o Brief description of Cargo – bulk (wet and dry) etc.
o Confirmation that Installation is ready for cargo operation (Installation should
never grant a Vessel permission to enter the 500m Safety Zone if it is not ready
for cargo transfer)
o Time permission is granted to the Vessel to enter the 500m Safety Zone must be
logged
o
16.3 WEATHER SIDE WORKING – RISK ASSESSMENT
◼ It is preferable for a supply vessel to lie on the lee side of any installation when working
cargo. Where this is not possible the Master shall complete the appropriate weather side
working checklist in addition to the standard 500m entry checklist.
◼ If vessel power requirement to maintain position exceeds 50% of main propulsion or any
of the thrusters including shaft alternator power, the Master must cease Operations. DP2
Vessels to refer to ASOG
16.4 SAFE DISTANCES
◼ When vessels are working cargo-using live boating or DP positioning systems then a safe
distance shall always be maintained to allow ample time to react
◼ The following shall be used as guidelines:
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SEMI-SUB or
JACK-UP
10m
DRILL SHIP
FIXED PLATFORM
** Tie up alongside
to fender system
5m
Crew Boating
(Manual
Operations)
10m
Lying to drill ship &
fender system – 6m
Cargo work – 5m
* Swing Rope
transfer
Joy-stick operations
10m
Lying to drill ship &
fender system – 6m
10m
Full DP Operations
10m
Lying to drill ship &
fender system –
10m
10m
Tie Up
* Applicable to small utility vessels and crew boats transferring personnel at properly
protected & fendered transfer locations (fender to fender)
** Typical tie up arrangements would be 2 bow lines & 1 forward spring, 2 stern lines and
one aft spring or stern lines only when moored stern to backing in on supply buoy mooring
◼ These distances shall act as guidance points. In the event a closer approach is needed i.e.
critical lift a further risk assessment shall be carried out.
◼ Hoses provided by platforms for bulk supply shall be of sufficient length to permit the
supplying vessel to safely hold position at 10m distance from platform.
16.5 UNGUARDED RISERS
◼ There are platforms that have risers that may be unguarded. These risers may contain
hydrocarbons, and, in some cases, this may be high pressure gas. All Masters are
required to take care when approaching and/or working in vicinity of platforms and
jacket structures. If there is doubt about what may or may not be an unguarded riser then
request is to be made to the respective field OIM.
◼ Securing a line to a riser is prohibited.
16.6 USE OF RADAR WHEN ALONGSIDE INSTALLATIONS
◼ Radars should be placed on standby when alongside manned installations. This does not
override the Master’s authority regards the safety of the vessel and personnel on board;
therefore radar may be switched on periodically to assess weather situation and collision
avoidance if required to do so.
16.7 PERIOD OF INACTIVITY
◼ A Vessel should not stay inactive alongside an Installation for more than 30 minutes unless
previously agreed upon - such as when engaged on a "man overboard" watch for specific
over-side work on the installation or MO(D)U.
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◼ The Master, if not provided with sufficient assurance and a clear plan of the sequence of
activity while his Vessel is alongside the Installation, shall manoeuvre the Vessel away
from the Installation and if necessary, outside the 500m Safety Zone
As guidance, refer to:
 Oil & Gas UK - Guidelines For Ship/Installation Collision Avoidance, Section 4
16.8 SIMULTANEOUS OPERATIONS (SIMOPS)
◼ Any Simultaneous Operations (SIMOPS) at the Installation or offshore location must be
highlighted well in advance.
◼ Any Simultaneous Operations (SIMOPS) within the 500m safety zone of an installation or
within the Anchor pattern of an installation must have a documented SIMOPS plan.
◼ All SIMOPS activities must be executed in accordance with the provisions of applicable
federal, state and local regulations.
◼ The Master and OIM must undertake a joint risk assessment for continued Vessel
operation.
16.9 DEPARTURE PROCEDURE
◼ Prior to departure, vessels shall report to the appropriate responsible person for
permission to depart.
◼ Upon departure, vessel shall notify IPC/1 to verify their next sailing instructions.
16.10
RADIO SILENCE DURING WELL PERFORATING
OPERATIONS
◼ Should radio silence be requested in the filed during well operations, all vessels;
◼ Are to maintain vigilant VHF radio watch;
◼ Are not to not approach within 500m of the respective facility;
16.11
VERIFICATION FOR ENVIRONMENTAL LIMITATION
DURING MANOEUVRING
◼ Vessel Masters must ensure that all personnel charged with ship handling duties are
familiar with the characteristics and limitations of the vessel.
◼ Risks associated with environmental limitations must be understood and, means to recover
situations should be practiced.
◼ Exercises in safe areas should be carried out to determine how best to recover the heading
with wind at various angles on the bow; methods will vary according to the propulsion
systems on board.
◼ All propulsion machinery must be operational and available for immediate use when
within 500m safety zone.
◼ Drift test should be undertaken before entering 500m safety zone
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As guidance, refer to:
In addition, for DP Vessels, reference should be made to:
 The Safe Operation of DP OSV (IMCA M 182), Section 3.3
 500m Operations Bridging Document
 ASOG (as applicable)
 DEP 37.90.10.32, ‘Dynamically positioned (DP) vessels for construction activities –
Selection and operation’
 BSP Marine MOPO
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17. CARGO HANDLING
17.1 VESSEL MASTER
◼ The Master of a vessel always remains responsible for the safe handling and stowage of
cargo on his vessel to ensure that stability, minimum freeboard and under keel clearance is
maintained.
◼ The Master has the right to reject cargo that he considers unfit for carriage on his vessel.
All cargo should be pre-slung, however where this is not the case, stevedores will board
the vessel and carry out the rigging and slinging required.
◼ If Masters are in doubt or have concerns regarding the suitability of any cargo he is required
to consult with the Marine Department, Duty Captain.
◼ Personnel should not walk on top of cargo stacks, such as pipes that have been pre-slung;
tripping and slipping hazard. Such pipe bundles should be pre-slung sin such a manner
that enables them to be hooked up without venturing out on top of the load.
◼ Master who is asked to undertake any forms of cherry picking should not start the lifting
operation.
17.2 WORKING SECTOR
◼ It is preferable for Supply Vessels to work on the lee side (Down weather) of any
installation/MO(D)U when working cargo
◼ In the event a weather-side operation is required, the Vessel’s Master must analyse impact
of failure in propulsion, manoeuvring or positioning systems within the safety zone and
complete the weather side working checklist.
17.3 CONTROL OF LIFTS
◼ All deck cargo operations should be “hands free”. Where they cannot be hands free
alternative methods should be risk assessed and may include the following;
17.3.1 Push/pull sticks
◼ The vessel shall be provided with Push/Pull sticks which may be used to assist the positioning
of cargoes. The sticks are to be used away from the body and are not to be engaged with
cargoes that are suspended above the person.
17.3.2 Tag Lines
◼ The use of tag lines on vessels for the management of cargoes offshore is to be avoided.
There are circumstances where they may be used, especially when handling long and/or
fragile items of cargo.
The associated risk with the use of Tag Lines includes the following:
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◼ Potential Injuries from dropped objects as a result of personnel handling cargo having to
work in closer proximity to suspended loads that would normally be the case.
◼ Potential injuries resulting from personnel handling cargo being dragged across the
handling area through a heaving load rotating in an uncontrolled manner and the tag line
being fouled on limbs or clothing.
◼ Potential injuries resulting from tag lines being secured to adjacent fixed structures parting
and whipping back as a result of a heavy load rotating in an uncontrolled manner.
◼ Potential risk of deck personnel getting crushed by a swinging load as a result of personnel
handling cargo having to work in closer proximity to suspended loads that would normally
be the case, especially on supply vessel that are rolling and pitching in a seaway.
If tag lines are used for long and/or fragile items on supply vessels, then the following
precautions should be observed:
◼ Tag lines must be made up from single, continuous lengths of rope.
◼ Apart from the knot attaching the line to the cargo, there must be no other joints or knots in
the line.
◼ Tag lines must be of sufficient length to allow personnel handling cargo to work in a safe
position well clear of the immediate vicinity of the load. In this regard it is recommended
that the length of the line should be not less than 1.5 times the maximum height above the
handling area at which the arrangements will be used.
◼ Tag lines are an aid to positioning the load when landing they are not a means by which
the load can be controlled in marginal conditions.
◼ Personnel handling tag lines must work at a horizontal distance from the load equivalent to
its height above the handling area, maintaining an angle between the line and the
horizontal of not more than 45º.
◼ All sections of the line, including slack must be kept in front of the body, between the handler
and the load.
◼ Where two or more persons are handling the same line, ALL must work on the same side
of the line. Any slack must be kept in front of the group.
◼ Tag lines must be held in such a manner that they can be quickly and totally released. They
must not be looped around wrists, or other parts of the body.
◼ Care must be taken when using tag lines whilst wearing gloves, to ensure that the line does
not foul the glove.
◼ Tag lines must not be secured or attached 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.
◼ Where pre-installed lines are used boathooks or similar equipment are to be used to retrieve
the lines avoiding approach to the dangerous area in the vicinity of the suspended load.
17.3.3 Dropped Objects
◼ When transferring cargo by crane there is always a chance of dropped objects.
◼ Lifts should be pre-slung, but it remains critical to check that all lifting points are secure such
as shackle connections; that the shackle pin is properly secure with pin as well as being
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appropriately colour coded. If there are any doubts about the security of a lift it should be
rejected.
◼ Dropped objects have the potential to kill. Visual inspection of lifts shall take place prior to
lifting to ensure that there are no loose objects that may fall from the load when it is elevated.
Areas to consider maybe;
o Forklift pockets;
o Unsecured bolts/nuts
o Tools left on top of boxes or tanks
o Loose gratings or panels
17.3.4 Snatch Lifting
◼ A snatch lift is defined as any lifting operation carried out when the Supply Vessel is not
moored to the Platform or Mobile Offshore Unit in non-DP mode. The maximum duration
for snatch lifting for a Master manoeuvring at a platform or MO(D)U is 1 hour. (Non-DP)
◼ After one (1) hour the vessel is to move away from the platform or MO(D)U and the Master
to take one (1) hour rest before another maximum period of one (1) hour snatch lifting can
be resumed.
◼ If the Chief Officer, whom is competent to manoeuvre the vessel for this operation, the
operation may be continued and alternated between them. The maximum continuous
operation period for each of them shall not exceed one (1) hour with one (1) hour of rest
in between.
◼ Individual lifts are to be pre-slung in such a manner that only one connection must be made
to attach the lift to the crane hook. Crane “headache balls” or “floating blocks” must not be
brought down to deck level.
◼ Cargo should be positioned, to allow safe access for the crew throughout the supply
operation. Identify clear “escape routes” for the crew.
◼ Safe distance off platforms is 10 meters when conducting live boating operations during
snatch lifting. Distances less than this must be risk assessed.
17.4 MARKING AND LABELLING
◼ All cargo containers should be marked and label in line with standards and procedures
◼ Markings and labelling used shall be with a system of identification that correlates with the
cargo manifest.
◼ Dangerous Goods (DG) declaration (Marine Orders 41- MO41) and Material Safety Data
Sheets (MSDS) must accompany all dangerous cargo and they should be displayed where
crew can access and read them
17.5 MATERIAL HANDLING PROCEDURE FOR OFFSHORE VESSELS
◼ It is expected that the Master of any vessel engaged in supply operations will receive notice
of what materials are to be loaded to his/her vessel.
◼ Shipping manifests and consignment Note are required before any loads are received.
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◼ Attempts to load cargo without manifest should be reported.
◼ Any non-compliant Material documents should be reported directly to the respective Logistic
Coordinator.
17.6 HAZARDOUS GOODS
◼ The loading, stowage, carriage and unloading of hazardous materials shall be carried out
in accordance with the requirements of IMDG (International Maritime Dangerous Goods
Code).
◼ All MODU’s and Vessels involved in the carriage/ storage of dangerous goods shall have
access to the full IMDG Code; and
◼ Have a Document of Compliance in accordance with SOLAS Regulation II-2/19
◼ Hazardous goods are to be declared and the declaration (including MSDS) must be
presented to the vessel’s master before loading commences to allow for segregation
planning. MSDS must be attached to the shipping manifest.
◼ Attempts to load hazardous cargoes without the necessary documentation should be
stopped.
◼ Containers that have contained hazardous goods shall continue to be treated as such until
they have been appropriately cleaned.
◼ In addition to the above a Cargo Manifest for all Deck Cargo scheduled to be loaded on
vessels must be issued to the vessels Master prior to commencement of the load out.
◼ Masters should be notified in advance of plans to ship hazardous goods so that appropriate
cargo plans can be considered.
◼ Prior to lifting, transferring or moving Dangerous Goods, they should be visually inspected,
and cross checked against Safety related documentation
◼ Placard information against the Dangerous Goods declaration is to be in place
◼ All Class 1 and Class 7 IMDG cargoes should be considered as ‘Red Line Cargo’ i.e. the
last on; first off principle shall apply for the loading/ discharge of these cargoes.
◼ Masters of Vessels carrying hazardous goods and Operators of Installations that receive or
have on board hazardous goods should have access to the full IMDG code
◼ Vessels shall have a Document of Compliance, in line with SOLAS Regulation II-2/19
◼ Any incidents, such as incorrectly declared or documented backloads and/or shipments or
unsafe stowage or incorrect segregation, identified by anyone in the supply chain, should
be reported as required by the local administration as per IMO Resolution ‘General
principles for ship reporting systems and ship reporting requirements, including guidelines
for reporting incidents involving dangerous goods, harmful substances and/or marine
pollutants’.
◼ Hazardous goods that are carried as cargo should be discharged as planned or landed
back ashore if they are not discharged as planned i.e they should not be left on board as
floating storage for convenience sake. Example; a fast crew boat has hazardous deck cargo
loaded and it remains on board during the overnight port call at KB.
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17.7 HAZARDOUS GOODS IN LIMITED QUANTITIES
◼ There are no special requirements for the carriage of hazardous goods in limited quantities
as defined in IMDG chapter 3.4.
17.8 TRANSFER/CARRIAGE OF WASTE OILS
◼ There may be a requirement to transfer and ship to shore contaminated fluids as from oil
field intervention activities.
◼ Such fluids of small volumes maybe carried in Vessel tanks or transported to shore in Tote
tanks or similar type carrying units
◼ Back-loading of bulk liquids from the Installation or MO(D)U must only be undertaken once
the Master of the receiving vessel is satisfied that he has sufficient knowledge about the bulk
liquid proposed to be transferred. For example, the flash point of the liquid and toxicity.
17.9 TRAINING OF PERSONNEL HANDLING HAZARDOUS GOODS
◼ Personnel handling Dangerous Goods must receive appropriate training as prescribed in
the following:
o STCW Code, Annex 2, Chapter V, Section B-V/c
o IMDG Code, Vol.1, Section 1.3 - ‘Training Guidelines for Shore Based Personnel’
As guidance, refer to:
 Guidelines for Offshore Marine Operations (GOMO), Appendix 10-F
o IMSF document ‘Good Practice for the Carriage of Oil Contaminated Cargoes
for Transportation by Offshore Supply Vessels’
 SOLAS, Chapter VII
 Guidelines for Offshore Marine Operations (GOMO), Section 5.6,6.2,9.3
 Guidelines for Offshore Marine Operations (GOMO), Section 3.1.2.1, 5
 Marine Guidance Note 205(M), Dangerous Goods – Guidance in the Carriage of
packaged dangerous Goods on Offshore Supply Vessels’ (UK Maritime Coastguard Agency)
 SOLAS, Chapter II-2, Regulation 19 ‘Carriage of Dangerous Goods’, part 4 SOLAS,
chapter VII, regulation 4 ‘Carriage of Dangerous Goods – Documents’
 Guidelines for Offshore marine Operations (GOMO), Section 5.6,6.2,9.3
 Marine Guidance Note 205(M), ‘Dangerous Goods – Guidance in the Carriage of
Packaged Dangerous Goods on Offshore Supply Vessels’ (UK Maritime Coastguard Agency)
 IMO Resolution ‘General principles for ship reporting systems and ship reporting
requirements, including guidelines for reporting incidents involving dangerous goods, harmful
substances and/or marine pollutants’
17.10
CARRIAGE OF REFRIGERATED CARGOES
◼ Masters must be advised when there is the requirement to load and transport refrigerated
containers.
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◼ Suppliers must ensure that the refrigerated containers are at the correct carrying
temperature when delivered to the wharf and this temperature is maintained, by
maintaining power to the unit, prior to the container being loaded on to the supply vessel.
◼ Freezer Containers must be accompanied with paperwork to show the proper carrying
temperature and the temperature upon departure from the supplier’s yard
◼ The refrigeration unit is to be “pre tripped” (inspected and verified as operating correctly)
before it is packed by the suppliers.
◼ It is the supplier’s responsibility to ensure that the container is in a good operating condition
and is appropriately built to operate in a marine environment. Cables must be inspected
for damaged and exposed wires.
◼ If necessary, a power pack should be provided on board the truck to allow the refrigeration
unit to remain in operation whilst being transported to the port facility.
◼ If the freezer container cannot be loaded directly on board the vessel after delivery to the
port, the shipper must ensure that it has a power supply and verified as operating correctly.
◼ Priority should be given to the loading of the container on board to allow for the connecting
of the ships power and verification of the correct operation prior to departure.
◼ If the freezer container with a carrying temperature of less than –18C is observed warmer
than -6C after being plugged in for 15 minutes or -12C after 30 minutes, it should be
rejected and landed back ashore with a note of the temperatures made on the manifest.
The endorsed manifest is to be landed with the container and the supplier advised. The
consignee should be made aware of the container number and the reason for rejection so
he can be on the lookout for spoiled food being sent out on another vessel.
◼ If for any reason the Master is in doubt as to whether the refrigerated container is operating
normally or cannot maintain the correct carrying temperature, STL must be advised
immediately and the refrigerated container should be removed from the vessel.
◼ During passage offshore the temperatures are to be monitored and recorded in the logbook.
Any defects found on passage are to be brought to the attention of the consignee as soon
as possible. Note however, if the freezer is in the defrost mode, high temperatures may be
observed. The readings should in this case be taken after the defrost cycle has completed.
**Vessels (OSV, AHTS, PSV) to have Dual Frequency (50 & 60 Hz) electrical plug points for
refrigerated food containers
17.11
STOWAGE PLAN
◼ A stowage plan shall be agreed upon between the Vessel and the Supply Base Operator
before Cargo is loaded on to the vessel. The stowage plan shall take into account safety
access, escape route for the crew, dangerous cargo and lashing requirements.
As guidance, refer to:
 Guidelines for Offshore Marine Operations (GOMO), Section 9,9.1.13, 10.8
 Oil and Gas UK document ‘Guidelines for the Safe Packing and Handling of Cargo to and
from Offshore Locations
 CoSWP, section 4, chapter 31
 Vessel SMS
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 Vessel Cargo Securing Manual
17.12
LOADING AND DISCHARGE OF BULK CARGO
◼ Masters must ensure that there are no compatibility issues between what has been held in
tanks and what is to be loaded. This applies to both wet and dry bulk cargoes. If there is
doubt the Master should seek advice from the respective loading supervisor at the point of
loading.
◼ Bulk products are generally considered to be free of contamination prior to being loaded
onto the vessel, however the Master has the right to request a representative sample prior
to receiving cargo on board his vessel.
◼ Ships are often fitted with remote sounding systems. It is essential that the Specific Gravity
of the product is known and entered in to the software program prior to loading. Failure
to do so may result in incorrect soundings and may result in overflow. This information
must be provided to the vessel prior to loading and to be included in the cargo manifest.
◼ Communication when loading Bulk Products is essential in order to prevent overflows and
control loading rates. Refer to respective Bulk Transfer checklist for both wet and dry bulk
in vessel management system.
◼ Prior to the start of any bulk transfer operations a cargo transfer plan should be agreed
with the other parties responsible for pumping or reception of product
◼ The ‘Bulk Transfer Checklists’ must be used. Completed checklists should be signed by BOTH
parties, delivering and receiving, kept as record and logged as completed before transfer
commences
17.13
H2S IN WATER BASED MUDS AND BRINES
◼ There has been documented cases during routine loading of mud slurry from a MO(D)U
to a supply vessel where H2S was detected from the tank lid of the mud tank on the vessel
and measured at 20ppm.
◼ As a result, TWD will:
o Check with a Garret Gas Train (Detector effective in fluids) if H2S is present in
any fluids pumped to the vessel from the MO(D)U
o Add Caustic Soda to pH 9.5 - 10.0 to the fluid, which will keep any sulphides
present soluble, and not as a gas
o This will help control H2S originating from the MO(D)U. However enclosed tanks
are a known risk as they concentrate any small volumes released into the free
space above.
◼ All vessels crew to be cautious when opening the tank lids of confined spaces containing
Muds or Brines. H2S Detectors to be made ready for checks on all Mud and Brine Tanks.
◼ It is also important to flush the tanks with excess seawater after unloading to minimize the
time the fluid is stored in the tanks.
◼ All vessels must take precautions and to be aware that water-based Muds and Brines do
have the potential to permit sulphide producing bacteria in our systems.
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17.14
GUIDANCE TO PREVENT HYDROGEN SULPHIDE
GENERATION IN BILGE HOLDING TANK
◼ Shipboard oily water waste consists mainly of diluted sea water, a layer of waste oil and
varying quantities of biodegradable detergents.
◼ H2S generation in waste liquids is usually contributed by growth of sulphate reducing
bacteria. These anaerobic bacteria are common in the sea water and they grow only in an
environment depleted of oxygen, provided sulphate and organic nutrients are available.
Sulphates from sea water is a source of sulphur for hydrogen sulphide formation.
◼ The bacteria also require a source of organic nutrients for growth and are known to utilize
only a limited range of organic compounds. These compounds are common metabolic byproducts of the growth of other aerobic bacteria and most likely arise from bacterial
breakdown of biodegradable detergents present in oily waste.
◼ In bilge holding tank where the waste has become anaerobic, through consumption of
oxygen by aerobic bacteria or corrosion reactions, an environment may be established
which is very favourable for the growth of the sulphate reducing bacterial and subsequent
H2S production. Since the primary ingredients i.e. sea water, oily waste and biodegradable
detergents often present in bilge tank, it is critical that a multifaceted approach to oily water
management is applied onboard to minimize the growth of sulphate reducing bacteria and
the generation of H2S.
◼ The following measures should be followed;
◼ Avoid the use of sea water to hose down tank top; use fresh water only. Engine room
cleaning practices should be defined in engine room operation procedure.
◼ Use of biodegrade detergents should be strictly controlled.
◼ Tank top should be cleaned, bilge well and bilge tank content should be emptied to shore
reception facility after docking.
◼ Biocontrol dosing process should be developed. The interval of dosing and amount required
should be clearly stated.
◼ Regular disposal of oily water through oily water separator or shore facility.
17.15
BULK TRANSFER HOSES
◼ Hoses are supplied for the bulk transfer of the following fluids:
o
o
o
o
o
o
o
o
o
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Diesel
Brine
Oil Based Mud
Base oil
Barite
Drill Water
Cement
Specialist Chemicals
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17.15.1
Hose Construction Length and Sizes
◼ Hoses may be of soft wall construction or hard wall and heavy-duty hard wall.
◼ Hose length will be subject to location and the actual make-up of each ‘platform to vessel
hose’ will consist of the most appropriate combination of section lengths. If the hose length
is found to be inadequate, please advise the Logistics coordinator at location.
◼ Most hoses are supplied in 4”, 3” and 2“diameter, with the exception of the cement and
barite hoses that maybe supplied in 5” diameter.
17.15.2
Hose Quality and Identification
◼ All hose assemblies shall be supplied ‘Type Approved’ and shall have a unique identifier
number stamped on the end connection, giving the following information;
o Manufacturer’s logo;
o Hose type;
o Month and year of assembly;
o Working pressure in bars;
o Unique serial number;
17.15.3
Hose lifters
◼ Hose Lifters shall be supplied and maintained as items of certified lifting equipment. There
are various types on the market, however the lightest and easiest to handle are
recommended. e.g. Anson Hose Lifters
◼ Hose slings, lifting points and saddles are to be periodically inspected and if found to be
defective, replaced. There shall be an auditable maintenance and inspection program for
all hoses
◼ Unapproved repairs should NOT be made on bulk hoses. Damaged hoses should be
removed from service.
17.15.4
Unions
◼ Hammer lug unions or Camlock may be used to join hose sections together for non-
hydrocarbon products. The union size and pressure rating must be suitable for the hose
service.
17.15.5
Floatation
◼ Flotation Collars are to be fitted and can be of the ‘lace-on-jacket-type’ or made from
polystyrene moulded section. The latter are bonded onto the hose and all collars have a
highly visible colour.
◼ The recommended (minimum) number of floats per 15.2m hose section is specified below:
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Hose Service
Hose Size
Floats Per Hose Section
Diesel
3” or 4”
4
Potable/Drill Water
3” or 4”
4
Oil Based Mud
3”/4”
9/10
Dry Cement
4”/ 5”
7/8
Dry Barites
4”/5”
10/13
◼ Where flotation is of the lace-on type care must be taken to ensure that the flotation does
not slip along the length of hose.
17.15.6
Self-Sealing
◼ Diesel fuel, mud and brine hoses provided by the vessel and installation shall be fitted with
a quick release, self-sealing coupling at the hose end (e.g. TODO, Avery Hardol) to prevent
the spillage after hose disconnection from the Supply Vessel manifold
◼ All bulk hoses used offshore shall be of sufficient length for safe operation and have
approved internally swaged or other clamp fittings and fit for purpose
17.15.7
Weak Link (Breakaway Coupling)
◼ Weak Link, Self-Sealing/dry-break Couplings (Breakaway Couplings) are also available
for 4” hoses. Spills from this type of assembly are avoided by the self- sealing action of the
coupling. Such coupling are to be used when joining two or more hose lengths together for
supply of hydrocarbons.
17.15.8
Hose Testing and Inspection Requirements
◼ All hoses must be supplied with a manufacturer’s certificate detailing amongst others:
o Actual inside and outside diameters;
o Materials of construction;
o Pressure/temperature rating & Test Pressure;
o Electrical continuity tests (if applicable);
o Year and month of manufacture;
◼ All Bulk and fuel transfer hoses must have appropriate colour coding. Hoses not in used
shall be stored away from UV radiation (sunlight). Hoses with leaks or splits shall be tagged
damaged and disposed of accordingly.
17.15.9
Method and frequency of Inspection
◼ A visual inspection must be carried out prior to and after vessel operations. The following
checks should be carried out as a minimum with monthly inspection checks formally
undertaken to verify the hoses remain in sound condition:
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o
o
o
o
o
o
17.15.10
Correct color-coded slings and shackles with proper split pins are being used to
handle the hose.
Show no signs of physical damage to fabric by chafing, splitting, perishing,
blistering, deep lacerations or any other forms of deterioration such as kink, crack,
crush, twist etc.
Hose end fittings must not be degraded, pitted or badly corroded.
The hose string shall have floatation collars if the hose is intended to be in water.
Check vessel’s manifold couplings are tight and ready for operation.
Check end screw dust cap when the hose is not in use.
Annual hydro testing
◼ Bulk and fuel transfer hoses shall be hydro tested to 1.5 times the Working Pressure on an
annual basis. The tests should be documented:
o Hose assembly hung off or laid on deck;
o Blank end cap fitted at one end;
o Hose filled with water;
o Pressurize to circa 1.5 times the Working Pressure;
o Hold for five minutes and visually inspect complete length;
o If all okay, drain assembly to oily drains system;
o Repair or replace as needed, re-test and return to service.
◼ The use of compressed gas such as air or nitrogen for pressure test is not permitted as air
will compress and failure may result in explosive outcome.
17.15.11
Replacement of hoses
◼ Bulk and fuel transfer hoses must be replaced as per manufacturer’s recommendation or
following failed pressure test or inspection.
17.15.12
Colour Coding of bulk and fuel transfer hoses
◼ Hoses and hose terminations should be product-identified via high visibility bands, tape or
other means.
◼ Below is the colour coding to be used for the Hose End Coupling which is passed to the
supply vessel.
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17.16
SECURING CARGO
◼ Amendments to SOLAS require approved Cargo Securing Manual to be provided on board
all vessels over 500 gross tons.
◼ Currently there is not a requirement for deck cargo to be lashed, as it is seen to place
vessel’s personnel at an unnecessary risk when required to release such sea fastening,
especially in marginal weather where the vessel is moving to a sea or swell.
◼ Large, and or heavy items that are to be shipped to and from Offshore may require secure
sea fastenings and will usually be subject to specific sea fastenings plan.
◼ Deck cargo should be stowed to allow access route for the crew throughout the supply
operation.
◼ Lashings, if used are to be removed only if the vessel is steady prior to the discharge
operation.
◼ Cargo is usually loaded in barang boxes, cages, containers, palletised lifts and skips which
are all pre-slung and stowed on wooden decks. Drilling tubulars will be loaded pre-slung
and laid upon dunnage and chocked with use of arresting posts which may be fitted at
intermediate breadths.
◼ Personnel must not attempt to lash moving cargo except where such cargo puts at risk the
seaworthiness of the vessel and only after the master has ascertained that this is the correct
action to take.
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◼ Vessel Crew or shore personnel are NOT to step on Deck Cargo or Tubulars/Casing/Pipe
during deck cargo operations.
17.17
LIFTING EQUIPMENT
◼ BSP requires that all equipment in use for lifting purposes must be surveyed by a BSP
approved lifting inspection Company, colour coded and registered.
◼ All pre-slung cargoes that have shackles fitted shall be appropriately colour coded and
have nuts and split pin fitted.
◼ Lifting equipment must be inspected for apparent defects before each use.
◼ Any defective lifting equipment must be quarantined so that it cannot be used.
17.18
CARRIAGE OF CARGO BY CREW/STANDBY BOATS
◼ Dedicated Standby Vessels; Only hand-carried cargo (11kg limitation) is permitted so long
as it can be carried and transferred by one individual and does not interfere with the
emergency response capabilities of the vessel.
◼ There are different types/sizes of crew boats operating offshore;
o Crew boat equipped with heave compensation gangway; Only hand-carried
cargo is permissible.
o For other crew boats; All cargo other than hand-held is to be pre-slung before
lifting where only one connection is required to attach the lift to the crane hook.
Where a crane hook is fitted with a "headache ball", an extension wire/chain
shall be used of appropriate SWL with trigger type safety hook on one end.
o Maximum dimensions of a single lift; 2m x 2m x 2m
o Lifts outside of the above limitations may be carried on exceptional basis and with
prior approval from the Master following documented risk assessment and
concurrence with the vessel technical operators. Response time from the vessel may
take two working days.
o Cargo that comes under IMDG may be transported and stowed within the
designated IMDG area marked on the deck of the crew boats, however the
carriage of such cargoes in this area may impact the capability to safely transport
and transfer personnel.
◼ Before carrying any cargo, the end-user of the vessel shall confirm with the Master, if the
cargo can be carried safely and, a manifest is to be provided.
◼ In evaluating whether proposed cargo can be carried safely, the Master should consider
the following:
o Stability of the vessel
o Load bearing capacity of the deck/Deck strength
o Obstruction to the line of sight from Manoeuvring console on the bridge to the
boat landing
o Management of passengers such that simultaneous movement of passengers and
handling of deck cargoes is not undertaken simultaneously.
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Minimum space required around the cargo to allow safe passage of passenger
and crew.
o Obstruction which may be caused by cargo securing to safe access or escape
route of passenger and crew
o Minimum distance of the cargo to any part of the vessel’s structure including side
railings e.g. 1.0m
o Offshore weather condition
o BSP SMR MOPO
o Any limitation imposed by the proposed offshore location, including the reach of
the crane.
o Manhandling of portable railings for boat landing
o Location and availability of LSA and FFA including FRC
o Vessel certification to carry IMDG goods.
o Availability of equipment for securing cargo
o Any limitations as per the vessel cargo securing manual (if applicable)
◼ Notwithstanding above, the Master will have the right to reject any lift if he deems unsafe.
o
17.19
FUEL AND WATER REQUEST
Arrangements for the supply of diesel oil and potable water for vessel consumption should
be made by the Master through the 7 Days Look Ahead Form issued by Scheduling
Department, IPC. Where possible 7-days’ notice is preferred.
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17.20
CONCURRENT CARGO AND FUEL/WATER OPERATIONS
Subject to risk assessment concurrent operations of loading/unloading cargo and fuel or
water concurrently may go ahead when alongside in port.
As guidance, refer to:
 End to End Diesel Fuel Transfer procedure owned by STL
17.21
MARKING AND LABELS
◼ All cargo containers should be marked and label in line with standards and procedures
◼ Markings and labelling used shall be with a system of identification that correlates with the
cargo manifest.
◼ Dangerous Goods (DG) declaration (Marine Orders 41- MO41) and Material Safety Data
Sheets (MSDS) must accompany all dangerous cargo and they should be displayed where
crew can access and read them
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18. MOBILE OFFSHORE (DRILLING) UNITS – MO(D)U MOVES
◼ This section describes the operation for planning, moving and relocating a MO(D)U
(drilling), Workboat and Barges
◼ Reference is to be made to Work Instruction 007 MOU Moves and to the MOU Pre-move
meeting agenda document, which cover aspects about planning and process with respect
to execution of MO(D)U moves.
MO(D)U Tendering and Employment
◼ SMR will assist the end user with MO(D)U/Barge tender evaluation, with respect to
evaluating and inspecting marine resources proposed for the contract with respects to
Drilling Tenders – including the requirement for the MODU to successfully complete an
anchor pull test and, if required the marine resources; (AHTS, AHT, Supply Vessels, Standby
Craft).
18.1 MODU/MOU MOORING AND TOWING EQUIPMENT
SPECIFICATIONS
◼ Mooring and towing equipment is specified within the contract technical specifications for
the particular MO(D)U; however, the following provides guidance;
MO(D)U
Workboat
1200m
Length of wire 1500m
As per design
At least 38mm
Diameter
Yes DEP-37.91.10.11-Gen- Feb 2017
Line out
counter
Water depth +50m
Anchor
pennant
12-months
Pennant Wire
inspection
Gold nose
Terminations
Aluminium
ferules
Pennant Buoys
Anchor
securing in
rack
Bridles
Not permitted
Shackle MBL
Secondary tow
system
LCT Mooring
Supply buoy.
(As applicable)
110% of the MBL of the towline
Equivalent MBL
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Steel, foam filled and designed not to roll on deck. Yellow in colour
Independent means also available
Equal length, MBL at least that of tow wire
350m x 56mm wire x 7T Delta Flipper Anchor with Pennant buoy
approx dimensions of (Diameter 1600mm x Length 2300mm x
Thickness 6mm, Volume 4.62M3 and Foam filled)
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18.2 MO(D)U/BARGE MOVE PLANNING
◼ MO(D)U moves and moves shall not take place until there is a GMAS clearance issued.
Part of this process will be review of the Move procedures that are developed by the
operator of the unit. The procedures should include;
o Details of roles and responsibilities;
o Contact details of key personnel;
o Details of the unit to be moved including details of mooring and tow equipment;
o Passage plan transit draft, limiting drafts, survival drafts, weather limitations.
o Survival conditions and contingencies;
o Departure and approach plans;
o Risk assessment.
18.3 STABILITY OF MO(D)U
◼ Maintaining positive stability of the MO(D)U is the responsibility of the Operator who shall
appoint a person that is trained and competent to manage the stability of the unit and report
upon the same.
◼ On jack-up units, where the legs are raised, survival condition must be understood which
shall include the adjustments needed to raise/lower legs accordingly.
18.4 AHT PREPARATIONS
◼ The Master of the AHT is responsible for ensuring his vessel is ready in all respects to
conduct anchor handling and towing operations.
18.4.1 Provision for Clear Decks and Suitable Stability Criteria
◼ IPC/2 shall inform the Master of the AHT that his vessel is scheduled for a MO(D)U move,
which require the vessel to conduct anchor handling and possibly towing operations. The
AHT Master is required to advise IPC at the earliest opportunity his logistical requirements
to ensure clear deck space and draft/trim requirements.
18.4.2 Pre-Move Briefings
◼ Vessels (AHT’s and GP boats) involved in the MO(D)U move will receive a briefing prior to
commencement of the move. Where feasible the Tow Master/Marine Rep will board each
AHT involved. This may take place in port or offshore location and only by exception will
transfers take place using Basket/frog transfer.
◼ Briefings will cover the following points:
o Copies of the anchor patterns will be passed to the Master. Sequence for the
recovery and deployment of anchors discussed and assigned.
o Proposed hours of work and duration of operations, including any restrictions on
operations during the hours of darkness.
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o
o
o
o
o
o
o
o
o
o
o
Method of communications and frequencies to be used, externally (Other parties)
and Internally (Bridge, Deck, Master and Winch Driver
Proposed route between locations, including contingency measures in the event of
emergencies or deteriorating weather conditions.
Handover of tow between AHT and Tow Master. (Command Transfer)
The Master of a towing vessel is responsible for the safe passage of the tow
between locations via the planned and agreed route.
Masters must clarify the parameters that will be used to relay directions relating to
power requirements. Preference should be given to instructions that relate
specifically to bollard pull.
Navigational warnings to be broadcast at regular intervals.
Method of position fixing before laying anchors
Drafts limitation if anchor handling in shallow water, enroute passage;
Cautions about length of tow wire in respect of available depth of water;
To discuss and identify a safe anchorage position/contingency soft pin location,
generally down weather away from the complex.
Go/No-Go Weather parameters to be agreed. (Reference MO(D)U Move MOPO)
18.5 RECOVERING AND RUNNING ANCHORS
◼ The method of running/recovery of anchors will be shared with the respective AHT Masters
during the pre-move briefing.
18.5.1 Passing of Anchors Between Unit and AHT
◼ Anchors will not be passed to/from AHT if there are pipelines in immediate vicinity.
◼ If pipelines are to be crossed whilst running the anchor the anchor must be securely decked
on the AHT; behind the tow pins.
◼ If there is any doubt about the condition of the ground tackle the Tow Master/Marine Rep
is to be advised, and the anchor shall be taken onto the deck of the AHT and a more
thorough inspection carried out, reporting back to the Tow Master.
18.5.2 Mid-line Buoys
◼ If Mid-line buoys are required to maintain vertical separation between the anchor wire and
subsea infrastructure the anchor is passed to the AHT, disconnected and wire from the
MO(D)U is run to the AHT and the anchor wire is effectively walked out from the AHT,
fitting the mid-line buoys as necessary as the AHT proceeds to the “anchor drop position”
◼ Where one or more mid-line buoys are required. Clamps for mid-line buoys must be
maintained according to type e.g. those that have brass or copper inserts must be
maintained such that the clamping properties of the clamp remain i.e. the liner is not worn,
permitting the clamp to slip.
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18.5.3 Running Anchors
◼ Anchors should be run under some tension and in a straight line to reduce the likelihood of
belly forming on the seabed and reducing the catenary of anchor wires, especially across
pipelines located close to the MO(D)U. When repositioning an anchor, the anchor cable
should be heaved in far enough before re-running to prevent the forming of a belly which
might foul on underwater structure/obstructions.
18.5.4 Handling Anchors during Darkness
◼ Handling anchors and moving in and out during darkness is restricted, especially in the
vicinity of offshore installations and pipelines. The Marine Department provides guidance
to the Employing Department as part of the anchor pattern plan approval, which shall be
discussed during the onshore and offshore pre-MO(D)U move meetings.
18.6 MOORING TENSIONS
◼ All vessels must maintain a monitoring system on their moorings, which is to include a
record of tensions and wire lengths. This can be achieved by either an automated process
which logs information automatically and includes both high and low tensions alarms and/
or a manually recorded check which is kept for reference and assists in establishing routine
monitoring by vessel staff.
18.7 PRE-TENSIONING
◼ Prior to considering a mobile offshore unit as safely moored, the holding power of all
mooring anchors must be demonstrated by applying a test tension, also called pre-tension
as per mooring analysis recommendation.
◼ The pre-tension is typically 80% of one third of the MBL of the wire. Where mobile offshore
unit is to work alongside or near an offshore installation, all mooring anchors must first be
proven to the agreed test tension while the mobile offshore unit is still in the designated
standoff position.
◼ Thereafter the distance to the installation may be brought down to the working distance.
Such a distance should not be less than 10metres to the structural members of an offshore
installation to avoid causing impact damage.
18.8 HANDLING OF ANCHOR WIRES BY GP BOATS
◼ This section provides details on the process and checks to be followed when handling
MODU or MOU anchor wires by the GP boat’s crew to run the anchor wires underneath
bridges of platforms.
◼ Upon arrival at location the GP Launch Master to access the weather condition to ascertain
the limit for carry out the operation and prepare the gear to be used.
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◼ The method for running wires beneath bridge shall be developed by the GP boat Master
and crew and, be supported by the relevant Tow Master.
◼ If the GP boat needs to run an anchor wire above a subsea asset i.e. pipeline or cable,
Norwegian Buoys must be fitted and splashed along the anchor wire from the MODU end
to ensure that the anchor wire remains suspended above the seabed. This can be visually
verified by sighting the Norwegian Buoys constantly float on the water.
18.9 SHALLOW WATER ANCHOR HANDLING
◼ Due to the high risk of serious damage or complete vessel loss, the minimum under keel
clearance has been redefined when operating in shallow water, near pipelines,
obstructions, anchor handling or self-laying anchors.
◼ In shallow water there is a risk that the attending AHT may ride over the anchor they have
laid or are seeking to recover. When anchor handling in shallow water the following should
be considered;
o Under keel clearance considering the dimensions of the anchor, vessel pitch, roll
and squat.
o Swell and wave height.
o The surface anchor pennant buoy may not accurately indicate the position of the
anchor as laid due to length of pennant in given depth of water.
o Presence of other subsea infrastructure and available sea room to safely
manoeuvre.
For reference, refer to:
 Compliance to MMG-25 MODU Maritime Assurance Guide
 Compliance to Site Specific Assessment of Mobile Offshore Jack Up Units (DEP37.11.00.30-Gen- Feb 2019)
 Compliance to Mobile Mooring Systems (DEP-37.91.10.11-Gen- Feb 2017)
 DEP 35.00.00.11- Feb 2019 Gen Wet Towing of Mobile Offshore (Drilling) Units
 Marine Operational Requirements- OCIMF Offshore Vessel Inspection Document
including IMO (MODU Code, SOLAS, STCW, ISM, etc) and Flag State Requirements
Dynamically Positioned (DP) Vessels for Construction, Drilling/Completions/Well
Interventions Activities- Selection and Operation (DEP 37.90.10.32-Gen)
 Vessel Integrity Marine Systems- Requirements for selection and operation of vessels
(Endorsement of DNV RP-H104) (DEP 35.00.00.11-Gen-WET TOWING OF MOBILE
OFFSHORE (DRILLING) UNITS- Feb 2017.)
 HSSE CF Transport Manual Maritime Safety
 Marine Transportation of Floating Structures and assets DEP 35.00.00.11 Gen Feb 2017
 Planning meeting Agenda and; WI-007MOU Moves, Jack-Up/Semi-Sub, Work and/or
Accommodation Barges.
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19. INFRASTRUCTURE INSTALLATION AND ROUTEING
19.1 PIPELINES, SUB-SEA CABLE ROUTEING/NEW INSTALLATION OF
PLATFORM
◼ The Marine Department SMR should be engaged as part of the planning process when
consideration is given to installation of new pipelines and/or cables. BSP engages multiple
vessel types, some of which require to anchor in locations within the field. Due to existing
infrastructure there is limited space available to safely lay anchors. It is important that
existing areas of clear seabed are protected.
◼ In general, the following guidelines/factors are used in determining the route of new
pipelines/subsea cables or new installations:
o New pipelines/subsea cables be routed close to, or adjacent to existing pipelines.
o New acreage must be avoided.
o For new installation, the lifting radius of work boat/barge in supply operations to
be noted, such that, new pipelines will not be exposed to dropped object.
o Risers to be installed not be placed next to boat landing, platform crane lifting
radius. Risers should be consolidated to a single face entry to the platform, where
possible and riser protectors installed.
o Support operations for new installation must be considered; mooring of work boat,
Rigging of gangway and support required for such rigging.
o Position of vent stack, example; where work boat is expected to moor up during
Concurrent Production, Engineering and Maintenance Activity (CPEMA).
o Installation of bollards and position of boat landing to take all the above into
consideration, and the prevailing weather conditions/directions, such as NE and
SW monsoon.
o Installation of Cranes on Platforms
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20. BSP DOCUMENTS TO BE CARRIED ONBOARD CHARTERED
VESSELS
Followings are the required BSP publications to be carried on board the vessel.
◼ BSP Work Management Procedures (WMP)
◼ Manual of Permitted Operations (MOPO)
◼ SMR Marine Procedures
◼ Latest copies of SMR Notice to Mariners
◼ Boat Transfer Video for Passenger Vessels
◼ BSP designated Marine VHF Radio Channel Sticker
◼ BSP Tide Tables
◼ E Copy of BSP Topographical Charts
◼ Anchor pattern planning and Installation/platform Charts (for work boat only) (APPC)
◼ Offshore Platform Recognition (CD – for work boat only)
◼ Offshore Complexes MOU/MODU Layout
◼ STL Muara and KB Port Information Booklet.
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21. SUPPLY BASES
21.1 KUALA BELAIT RIVER APPROACH AND PORT CONTROL
21.1.1 Sailing Directions
◼ There is currently no pilotage service for Kuala Belait.
◼ The Seaward entrance to the KB river is a dredged natural river mouth and the entrance
is subject to silting and periodic
maintenance dredging. It is
common that there will be a
shallower area at the seaward end
of the channel and during periods
of higher seas; Masters may find
steering more difficult due to
shallow water effect. During NE
Monsoon there may be a
significant swell from the NE which
may also affect the ships heading
during the turn towards the
channel.
◼ The entrance is bounded to the East and West by a breakwater. The breakwater lies
relatively low in the water. The channel marker lights are located on the continuous
breakwater.
◼ Mariners shall consult the latest revision of KB Channel and Approaches Chart SCH 1015
prior to transiting the channel. Any observed anomalies must be accurately recorded and
reported to SMR Dept.
◼ Masters are recommended to approach the KB channel well to seaward of the fairway
buoy in order to assess and stabilise the course required for channel transit. Vessels should
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transit on the lead marks following a course of 148.5°(T), maintain the vessel centred in
mid-stream. Approach may then be made to the advised berth location 1-6.
◼ Outbound vessels should depart to mid-stream and maintain a central position in the river
passing. Course shall then be adjusted to follow the lead marks astern, heading for the
Fairway Buoy on a course of 328.5°(T).
21.1.2 Kuala Belait Port Control
◼ There is no formal KB Port Control, however there is radio contact available 24-hrs at
BSP/3 which is presently manned by IPC staff that assist to manage and coordinate vessel
movements within the port limits of Kuala Belait.
◼ Vessels operating for BSP proceeding in or out of KB River must call BSP/3 on channel
15 to state intentions and/or request permission to enter the channel. This request must
be made before the vessel enters the channel. Inbound vessels should call 1 nautical mile
north of the breakwater. Outbound vessels shall call BSP/3 prior to sailing from their
berth.
◼ BSP/3 will check known movements and may instruct the vessel to "WAIT and STANDBY"
or "PROCEED and ENTER" the channel.
◼ Vessels, given permission to enter the channel by BSP/3, shall advise ‘All Ships’ of their
position in the channel at designated calling points via channel 15.
Designated inbound calling point
◼ 1 nm north of fairway buoy
◼ Fairway buoy
◼ Entering KB Channel Transit
◼ Approaching ferry point – BSP/3
◼ Once secure at berth
Designated outbound calling point
◼ Prior to departing mooring
◼ Passing MCY yard (as applicable)
◼ Passing/departing STL berths (as
applicable)
◼ At ferry point
◼ Clearing breakwater
◼ Passing Fairway buoy
◼ Vessels shifting berth in Kuala Belait Port shall request permission from BSP/3 prior to
moving and report on completion of the manoeuvre.
◼ The BSP/3 River Movement Dispatchers provide a channel traffic advisory service only.
Masters remain responsible for the safe navigation of their vessels and must always
maintain a proper lookout.
◼ Where necessary and at the discretion of the BSP/3 Dispatchers, vessels inbound to KB
shall be given priority.
◼ Vessel shall transit the Channel and Belait river at reduced speed (less than 5kts) to prevent
excessive wash that may affect the local fisherman along the Channel and Belait River.
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21.2 MUARA PORT (STL/4)
◼ Muara Port and its approaches lie within a Government pilotage district where the use of
a pilot is compulsory. A pilotage exemption certificate (PEC) is available and issued by
the Maritime & Ports Authority (MPA) to the Masters of vessels solely berthing at the BSP
supply base in Muara.
◼ The BSP representative at the supply base may apply for such an exemption if a vessel’s
length overall (LOA) is not more than 46 metres.
◼ Vessels with a LOA of between 46 and 76 metres, exemption certificates are applied for
after the Master has completed (on the same vessel) ten inbound and ten outbound sailings
within the Muara pilotage district.
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21.2.1 Port Clearances
◼ STL handles the inward and outward port clearances on behalf of BSP and the necessary
bookings of pilots for vessels on Charter calling at Muara. For vessels calling at Kuala
Belait, BSP/3 shall handle the port clearances.
21.2.2 Bases Operating Hours
◼ The Muara Supply Base operating hours are as follows:
Manpower Supply
Monday – Saturday: 07:00-16:00
Sunday: Emergency Call-Out
Lifting Equipment
Monday – Friday: 07:00-16:00
Saturday & Sunday: Emergency Call-Out
Monday – Friday: 07:00-16:00
Saturday & Sunday: Emergency Call-Out
Monday – Friday: 07:00-16:00
After Normal Hours: Call-out required
Weekend/Holiday: Call-out required
BSP Staff
The Kuala Belait Supply
Base
◼ Call out shall be coordinated by IPC/MCY Offshore Campaign Base
◼ For MCY operating hours, co- ordination shall be arranged directly by AEO and their
contractor.
◼ Shore Leave, Crew Joining/Signing off Vessel is NOT ALLOWED at the MCY Yard.
◼ Communications after office hours shall be limited to critical/urgent issues only
21.3 MOORING AT JETTIES AND WHARVES
◼ The Master shall ensure that the vessel is safely secured alongside when moored and that
the moorings do not pose any hazards to personnel.
◼ Mooring lines shall be secured on bollards or specially designed mooring hooks as
appropriate. Mooring lines shall not be made fast to any other pipes, hoops, lugs or
shackles that might be found on or near wharf areas.
◼ There shall be no shackles or hard eyes in any soft line mooring assembly.
◼ It is recommended that vessels are moored bow heading up river, to minimise fouling of
propellers due to debris and flotsams flowing downstream.
◼ The use of “monkey’s fist” is prohibited within BSP operations. The end of the heaving line
may be fitted with a large “soft” knot, a small canvas bag containing sand or a short
length of rubber hose in the form of a hoop with line running through the centre and tied
together.
◼ Mooring arrangements must be of sufficient in number, size and strength for the size of
vessel.
◼ At BSP Wharves, all vessels shall moor side to the wharf. The maximum number of vessels
moored to each other is two abreast.
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◼ BSP Chartered Vessels shall not berthed alongside any BSP operated Jetties if the following
requirements are not met:
o No Mooring Gang on the Jetty available to tend to the moorings
o No communication between mooring gang and the vessel
o No proper gangway available for personnel transfers to and from the vessel
o No proper lighting at or near the gangway during the night
o Vessels to have at least two crew members fore and aft during mooring stations
attending to the mooring operations
o No gangway net provided
21.4 MUARA PORT (GOVERNMENT WHARF) AND VIDDACOM
JETTY
Please refer to SMR NTM 46/2019 and 47/2019
21.5 STL KB BASE
◼ The Duty IPC team will advise berths, generally Berth 6 is reserved for Fast Crew Boats
(FCB).
◼ It is recommended that vessels of more than 2.5m draft should not be berthed at berth 1
or berth 2 due to the limited water depth.
◼ The minimum depth at CD for BSP 3 & Wharves
o 1) Berth no 1: 2.90 metres
o 2) Berth no 2: 3.30 metres
o 3) Berth no 3: 4.30 metres
o 4) Berth no 4: 4.50 metres
o 5) Berth no 5: 4.50 metres
o 6) Berth no 6: 4.50 metres
21.5.1 Provision of Mooring Gang
◼ Mooring gangs are provided at both Muara and Kuala Belait supply bases. The mooring
gang will assist with mooring and unmooring activities.
◼ Vessel crew are not to jump from the vessel onto the jetty for the purpose of securing the
vessel’s mooring lines.
◼ A vessel shall request permission to berth prior to approaching the berth facilities. For this
purpose, early radio contact, on VHF Channel 15 should be established between the
vessel and the supply base.
◼ The allocation and mooring arrangement of vessels berthing shall be determined by the
supply base operators:
o In Muara this will be the Base Supervisor.
o In Kuala Belait this will be via STL and BSP/3.
◼ During mooring operations vessel and shore mooring crews shall use full PPE which
includes self-Righting lifejacket.
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21.5.2 Base Rules for KB and Muara
◼ Minor maintenance will only be allowed alongside at both Muara and KB supply bases.
Any ‘hot work’ will be the responsibility of the master and shall only be carried out after
approval of the Base supervisor.
◼ The following outline the interfaces and responsibilities between Master and STL Bases
staff for cargo and bunkering operations:
TASK
STL
VESSEL
Cargo Operations with
Offloading/Loading ashore Master is responsible
vessel’s crane and share
power cables and water
hoses
All transport, transit
Direct supervision and
Master’s supervision for
handling and issues of BSP responsibility of STLstorage of cargo
goods and diesel fuel
providing Stevedoring
services
Handling of diesel fuel
hose
Connecting and
disconnecting ashore
Connecting and
disconnecting on-board
21.5.3 Vessel Operations at KB Wharf
◼ Loading and unloading of the vessel by STL/42 team to commence only after formal
customs clearance and approval from the Master or his Chief Officer. Prior to
commencement of loading, the Master or his Chief Officer will be required to advise
STL/421 where the cargo should be positioned. The loading of cargo is to be supervised
throughout, by a responsible officer from the vessel and by STL/421
21.5.4 Vessel Operations at Marine Construction Yard (MCY)
◼ Permission to moor alongside at MCY can be sought from AER/14 (MCY Facility
Coordinator)
o Mooring gang may not be available. Crew boats may find that mooring can be
achieved safely following risk assessment, however personnel are not to jump or
step across to shore to support mooring operations.
◼ Loading and unloading is normally carried out by the base contractors. Master attention
is drawn to the limited water depth at MCY particularly close to the upriver berth area
(SES Yard), where depth maybe less than 1.0m. Masters of vessels with draft in excess of
2.5m should consult the latest edition of KB River charts and consider use of available
high tides.
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21.5.5 Vessel Operations at STL Muara Wharf
◼ Loading and/or offloading activities shall preferably take place during 0700~1600
hours. The gates to the jetty will be opened/closed at 0700 and 1600 hours respectively.
Vessels only come to load and/or offload cargo; bunker or change crews.
◼ Minimum water depth currently at STL Muara Berth.
o Berth no 1: 4.70 metres
o Berth no 2: 7.70 metres
o Berth no 3: 7.70 metres
◼ Current berthing criteria/restrictions at Berth No.1 as follows:
o Master to access current & tide prior berthing to verify that position can be
maintained.
o Only Vessel’s with a LOA of 60 meters and below in length can berth at Berth
no. 1.
o Only Bow in approach and no double banking allowed at Berth no.1.
o Master to ensure that they are no obstructions at the edge of the jetty area when
approaching Berth no.1 (i.e. Protruding/Overhanging of vessel’s stern or bow
at the edge of Berth no.2)
◼ If not working cargo, the vessel may be requested to go to the inner anchorage, or the
government port berths.
◼ Vessels/Workboats are work-places; all Company rules and regulations shall be
observed.
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22. MOPO
Please find here the BSP MOPO dated March 2019. Updates to this MOPO may be undertaken frequently
and therefore you are required to reference the most recent version that has been issued to you.
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23. TERMINOLOGY
Abbreviations, terms and references used frequently in this is defined as per below
TERM
DEFINITIONS
AHT
AHTS
AIS
ALARP
AMDP-09
AP-MS
API
APPC
ASOG
AVT
BLNG
BLO
BSP
BSP/3
CF
CH
CMID
CoSWP
CSR
DEP
DGPS
DMC
DNV
DP
Anchor Handling Tug
Anchor Handling Tug Supply
Automatic Identification System
As Low As Reasonably Practicable
Ampa complex Drilling Platform No.9 (Manned)
Authorised Person in Maritime Safety
American Petroleum Institute
Anchor Pattern Planning Chart
Activity Specific Operating Guideline
Automatic Vessel Tracking
Brunei Liquified Natural Gas
Boat Landing Officer
Brunei Shell Petroleum Company Sendirian Berhad
BSP KB Port call sign
Control Framework
Contract Holder
Common Marine Inspection Document
Code of Safe Working Practices
Company Site Representative
Design and Engineering Practice
Differentially Corrected Global Positioning System
Duty Marine Captain
Det Norske Veritas (Classification Society)
Dynamic Positioning
DSV
DSV
Drilling Supervisor – when referred to Drilling ops
Diving Support Vessel – when referring to diving activities.
ECDIS
ERRV
FADP-4
FCB
FPD
FRC
Electronic Chart Display and Information System
Emergency Response Rescue Vessel
Fairley complex Drilling Platform No.4 (Manned)
Fast Crew Boat
Fall Prevention Device
Fast Rescue Craft
FSO
GMAS
Floating Storage and Offloading
Group Maritime Assurance System
GMDSS
GOMO
GP Boat
Global Maritime Distress and Safety System
Guidelines for Offshore Marine Operations for the safe management of Offshore
Supply and MO(D)U Moving Operations, version 1
General Purpose Boat (used as Pilot Boat and mooring boat)
HEMP
Hazards and Effects Management Process
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TERM
DEFINITIONS
HF
High Frequency
HIL
HLO
Hardware-in-the -Loop
Helicopter Landing Officer
HLV
Hm or Hmax
Heavy Lift Vessel
Highest Wave
HPR
Hs
Hydro-acoustic Positioning Reference
Significant wave height which is the average of the highest one-third of waves
HSE
HSSE
Health Safety and Environment
Health Safety Security and Environment
IACS
IAP
International Association of Classification Societies
Integrated Activity Plan
IMCA
IMDG
International Marine Contractors Association
International Maritime Dangerous Goods Code
IMO
IMT
IPC
ISM
ISPS
JHA
JSA
KB
LCT Buoy
LOA
International Maritime Organisation
Incident Management Team
Integrated Planning Cell
International Safety Management Code
International Ship and Port Facility Security Code
JSA Job Hazard Analysis - Job Safety Analysis
Job Safety Analysis
Kuala Belait
Refers to mooring “location” buoy
Length Overall
LOLER
MARPOL
Lifting Operations and Lifting Equipment Regulations 1998
International Convention for the prevention of Pollution from Ships
MBL
MCA
Minimum Breaking Load
Maritime and Coastguard Agency (UK)
ME
MERP
The Ministry of Energy
Medical Emergency Response Plan
MF
MLC
Medium Frequency
Maritime Labour Convention 2006
MOU
MODU
Mobile Offshore Unit
Mobile Offshore Drilling Unit
MOPO
MPA
MS
MSC
MSDS
NE
NM
NMD
Manual of Permitted Operations
Maritime and Ports Authority of Brunei Darussalam
Maintenance Superintendent
Maritime Safety Circular
Material Safety Data Sheets
North-East
Nautical Miles
Norwegian Maritime Directorate
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TERM
DEFINITIONS
NPT
None Productive Time
NTM
NSARCC
Notices to Mariners
National Search and Rescue Coordination Centre
OCIMF
OET
Oil Companies International Marine Forum
Oil Export Terminal
OIM
OSV
Offshore Installation Manager
Offshore Support Vessel
OVID
OVIQ
OCIMF Offshore Vessel Inspection Database
Offshore Vessel Inspection Questionnaire
OVMSA
OSV
Offshore Vessel Management and Self-Assessment
Offshore Support Vessel
P&A Manual
PAP
Procedures & Arrangements Manual
Personnel Access Platform
PEC
PPE
PSV
PTC
PTW
RA
RIB
ROV
RP
SAR
Pilotage Exemption Certificate
Personal Protective Equipment
Platform Supply Vessel
Personnel Transfer Capsule (FROG or Basket)
Permit to Work
Risk Assessment
Rigid Inflatable Boat
Remotely Operated Vehicle
Remote Positioning
Search and Rescue
SAV
SBV
Aviation department of BSP
Stand-By Vessel
SCOT
SHENA
Seria Crude Oil Terminal
Safety Health Environment National Authority
SME-MS
SMR
Subject Matter Expert in Maritime Safety
Marine Department of BSP
SMS
SOLAS
Safety Management System
Safety of Life at Sea Convention
SOPEP
SSB
Shipboard Oil Pollution Emergency Plan
Single Side Band
STASCO
STCW
Shell International Trading and Shipping Company Ltd
International Convention on Standards of Training, Certification and Watchkeeping
for Seafarers
Services, Transport and Logistics Department
STL
Support Vessel
SW
SWL
A vessel used as and/or in the support of offshore exploration, production support
operations, drilling, projects and construction activities.
South-West
Safe Working Load
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TERM
DEFINITIONS
TBT
Toolbox Talk
TMMS
TSM
Transport Manual Maritime Safety
BSP Geomatics Department
UKC
VHF
Under Keel Clearance
Very High Frequency
WSSOE
UKOOA
Well Services Site Operation Engineer
United Kingdom Offshore Operators Association
WMP
BSP Work Management Procedures
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24. REFERENCES
This Procedure should be viewed with the following documents
DOCUMENT TITLE
Guidelines for Offshore Marine Operations
(GOMO)
BSP Logistics Management System
BSP Marine Vessels Assurance Controls
Procedure 112
BSP Matrix of Permitted Operations (MOPO)
BSP Logistics HSSE Case
BSP Dangerous Goods Handling Procedure
BSP Work management Procedures
ISM Code Section 5 - Master’s Responsibility
and Authority
SOLAS
MARPOL
Convention on the International Regulations for
Preventing Collisions at Sea, 1972 (COLREGS)
IMO - Code of Safe Working Practices for
Merchant Seamen
MGN 35 - Accidents When Using Power
Operated
Watertight Doors
Guidance on Wire Rope Integrity Management
For Vessels In The Offshore Industry
The Training and Experience of Key DP
Personnel IMCA IMCA M117 Rev. 1
International Guidelines For The Safe
Operation Of Dynamically Positioned Offshore
Supply Vessels IMCA IMCA M182
ISSUED BY
Marine Safety
Forum
BSP
BSP
Effective Mooring
Emergency Response & Rescue Vessel
Management Guidelines Issue 4
OCIMF
The Emergency
Response and
Rescue Vessel
Association's
ISSUED BY DOCUMENT NUMBER
BSP
BSP
BSP
BSP
IMO
IMO
IMO
Part of SOLAS
MCA
MCA
IMCA
IMCA
IMCA
Completions/Well/Intervention Activities –
Selection And Operation DEM 1 DEP
37.90.10.32
Guidelines For Ship/Installation Collision
Avoidance Issue 2
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Oil & Gas UK
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Process for DP Assessment Shell Shipping
SST00417 Vs2 Marine Process Model Shell
Shipping
MMG 4 - Life Saving Rules Guidance
MMG 6 - Upstream Maritime Activity
Management Shell Shipping
MMG 21 - Minimum Mooring
Recommendations For Offshore Support
Vessels Shell Shipping
MMG 25 - MODU Maritime Assurance
Guidelines Shell Shipping
MMG 33 – Offshore Intervention Installation
and Construction Vessel Maritime Assurance
Guide
MMG 34 Maritime Assurance of Upstream
Supply Bases.
MMG 35 – Maritime Incident Management
Process.
MMG 39 Offshore Maritime Contractor HSSE
Capability Reviews
MMG 45- DP Vessel Maritime Assurance
Process.
BSP Muara Supply Base Operation Procedure
(See Pre-Arrival Checklist for Muara Supply
Base)
BSP STL Muara Base Emergency Procedure
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STASCO
STASCO
STASCO
STASCO
STASCO
STASCO
STASCO
STASCO
STASCO
BSP-13.02.01-Procedure 001 Rev 0
BSP-02-Procedure-0449 Rev 4.0
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25. RECOMMENDED CHANGES AND/OR UPDATES
Please us this form for any observations, corrections, changes or proposals for updates and either scan and
send or pass to SMR/2.
Observation and or change request for BSP SMR Marine Procedures
Section
Page
Details of Observation and or change
Name
Department
Date
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