4.2 Marine Procedure

Marine Procedure
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including but not limited to copyrights, patents, business processes, trademarks or trade secret rights in relation to this document shall
remain at all times vested in Dubai Petroleum Establishment. Neither the whole nor any part of this document may be disclosed in
anyway outside Dubai Petroleum Establishment without prior written consent.
Marine Procedure DP-JSB-LOGS-009
TABLE OF CONTENTS
1. Introduction ................................................................................................................................................. 13
1.1 Purpose, Scope & Disclaimers ........................................................................................................ 13
1.2 Structure of Manual ........................................................................................................................... 13
1.3 Updating of Procedures..................................................................................................................... 13
1.4 Terminology to describe Mandatory and other Requirements...................................................... 14
1.5 Explanation of what constitutes an ‘Instruction’.............................................................................. 14
1.6 Contravention of an ‘Instruction’ ....................................................................................................... 14
1.7 Requirements for Dissemination of this Manual............................................................................. 14
1.8 Detailed Procedures for Specific Projects ....................................................................................... 14
2. Marine Management & General Instructions for Vessels ..................................................................... 15
2.1 Overriding Authority of Masters of Vessels ..................................................................................... 15
2.2 Incident Reporting .............................................................................................................................. 15
2.3 Management of Change.................................................................................................................... 15
2.4 Simultaneous Operations (SIMOPS) ............................................................................................... 16
2.5 Operational Limitations...................................................................................................................... 16
2.6 Marine Roles & Responsibilities – Offshore ................................................................................... 17
2.6.1 Vessel Masters ........................................................................................................................... 17
2.6.2 Offshore Installation Manager (OIM) ....................................................................................... 17
2.6.3 Port Captain ................................................................................................................................ 17
2.6.4 Tow Master ................................................................................................................................. 19
2.7 Marine Roles & Responsibilities - Onshore .................................................................................... 19
2.7.1 Jebel Ali Base Manager ............................................................................................................ 19
2.7.2 Logistics Marine Superintendent ............................................................................................. 19
2.8 Vessel Management .......................................................................................................................... 20
2.8.1 Vessel Contract Process for Offshore Support Vessels ....................................................... 20
2.8.2 Requirements for Chartered Vessels ...................................................................................... 20
2.8.3 Communications between Dubai Petroleum and Vessel Operators & Masters ................ 21
2.8.4 Flag Administrations .................................................................................................................. 22
2.8.5 Classification Societies ............................................................................................................. 22
2.8.6 Compliance with ISPS & Security Issues ............................................................................... 22
2.9 Health, Safety, Environmental & Quality Management of Vessels .............................................. 22
2.9.1 Safety Management Systems .................................................................................................. 22
2.9.2 Non-SOLAS Vessels ................................................................................................................. 23
2.9.3 Stability ........................................................................................................................................ 23
Information Security Classification: Internal Page 4 of 217

2.9.4 Watertight Integrity..................................................................................................................... 24

2.9.5 Training & Competencies ......................................................................................................... 24
2.9.6 Quality of Chartered Vessels.................................................................................................... 25
2.9.7 Vessel Crew Instructions .......................................................................................................... 26
2.9.8 Environmental Management .................................................................................................... 28
2.9.9 Field/Shore base Information & General Instructions ........................................................... 30
2.9.10 Jebel Ali Operations Supply Base (JAOSB) – General Description.................................... 31
2.9.11 Fateh/SW Fateh Mooring Buoy Procedures .......................................................................... 31
2.9.12 500 Metre Safety Zone Requirements .................................................................................... 32
2.9.13 ‘Standby Time’ & ‘Down Time’ of Vessels in the Field .......................................................... 32
2.9.14 Vessels on Maintenance & Down Time (JAOSB) ................................................................. 32
2.9.15 Communications ........................................................................................................................ 32
2.9.16 Anchor Watch ............................................................................................................................. 33
2.9.17 Berthing at JAOSB..................................................................................................................... 33
2.9.18 Weather Deterioration – Onboard Measures ......................................................................... 33
2.9.19 Running for Shelter .................................................................................................................... 33
2.9.20 Conduct of Navigation in proximity to Offshore Installations................................................ 34
2.9.21 Personnel Transfers .................................................................................................................. 34
2.9.22 Vessel Consumables................................................................................................................. 34
2.9.23 Hot Work Permit at JAOSB ...................................................................................................... 34
2.9.24 Fumigation .................................................................................................................................. 34
3. Tanker Operations ..................................................................................................................................... 35
3.1 Tanker Operations at Fateh Terminal.............................................................................................. 35
3.1.1 Oil Export Facilities .................................................................................................................... 35
3.1.2 Tanker Approval Procedure ..................................................................................................... 35
3.1.3 Fateh Terminal Navigational Details ....................................................................................... 36
3.1.4 Details of SPM 1 ........................................................................................................................ 36
3.1.5 Details of SPM 2 ........................................................................................................................ 37
3.1.6 Charts .......................................................................................................................................... 37
3.1.7 Mandatory Terms & Conditions for Use of Fateh Terminal Facilities ................................. 37
3.1.8 Communications with Tankers ................................................................................................. 37
3.1.9 Seaworthiness ............................................................................................................................ 38
3.1.10 Inert Gas Systems ..................................................................................................................... 38
3.1.11 ooring Equipment....................................................................................................................... 38
3.1.12 Hose Connections ..................................................................................................................... 39
3.1.13 Loading........................................................................................................................................ 39
3.1.14 Tankers over Five Years Old.................................................................................................... 39

3.1.15 Combination Carriers ................................................................................................................ 39
3.1.16 Tanker Crewing .......................................................................................................................... 39
3.1.17 Periods of Rest........................................................................................................................... 39
3.1.18 Hygiene, Cleanliness & Air Conditioning Requirements for Tankers.................................. 39
3.1.19 Miscellaneous Requirements for Tankers at Fateh Marine Terminal ................................. 39
3.1.20 Tanker Mooring Operations ...................................................................................................... 40
3.1.21 Hose Connection Procedures .................................................................................................. 41
3.1.22 De-ballasting Operations .......................................................................................................... 42
3.1.23 Loading Operations ................................................................................................................... 42
3.1.24 Hose Disconnection Procedures ............................................................................................. 43
3.1.25 Discharge Operations................................................................................................................ 43
3.1.26 Documentation Procedures for Tankers at Fateh Terminal ................................................. 43
3.1.27 Procedures for Tankers Departing Fateh Terminal ............................................................... 44
3.1.28 Interaction of Tankers with other Vessels............................................................................... 44
3.2 Safety & Pollution Prevention Requirements for Tankers ............................................................. 44
3.2.1 Safe Conduct of Operations ..................................................................................................... 45
3.2.2 Inspection by Mooring Master .................................................................................................. 45
3.2.3 Readiness of the Tanker........................................................................................................... 45
3.2.4 Safety Equipment....................................................................................................................... 46
3.2.5 ‘No Smoking’ & other Precautions ........................................................................................... 46
3.2.6 Ventilation ................................................................................................................................... 47
3.2.7 Alcohol......................................................................................................................................... 47
3.2.8 Pollution Prevention Requirements for Tankers .................................................................... 47
4. Supply Vessel Operations ........................................................................................................................ 47
4.1 Overview ............................................................................................................................................. 47
4.1.1 Responsibilities .......................................................................................................................... 48
4.2 Operational Requirements ................................................................................................................ 48
4.2.1 Communications ........................................................................................................................ 49
4.2.2 Manning Levels on Deck........................................................................................................... 49
4.2.3 Lighting ........................................................................................................................................ 49
4.2.4 Suitable Equipment for Handling of Cargo ............................................................................. 49
4.2.5 Requirements for Offshore Containers ................................................................................... 50
4.2.6 Lifting Gear ................................................................................................................................. 51
4.2.7 Cargo Handling – General Requirements .............................................................................. 51
4.2.8 Loading of Deck Cargo at JAOSB ........................................................................................... 51
4.2.9 Dangerous Goods...................................................................................................................... 52

4.2.10 Transportation of Naturally Occurring Radioactive Material (NORM) ................................. 58
4.2.11 Preparations for Offshore OSV Operations ............................................................................ 59
4.2.12 Conduct of Offshore OSV Operations..................................................................................... 60
4.2.13 Conduct of Crane Operations with OSVs ............................................................................... 63
4.2.14 Handling of Tubular Lifts ........................................................................................................... 64
4.2.15 Tag Lines .................................................................................................................................... 64
4.2.16 Sea Fastenings & Lashing of Deck Cargo ............................................................................. 65
4.2.17 Identification of Cargo & Materials........................................................................................... 66
4.2.18 Refrigeration Container Operating Procedures ..................................................................... 66
4.2.19 Requirements for Bulk Cargo Operations............................................................................... 66
4.2.20 Dry Bulk ....................................................................................................................................... 67
4.2.21 Drilling Fluids .............................................................................................................................. 67
4.2.22 Noxious Liquid Cargo ................................................................................................................ 67
4.2.23 Supply Vessel Pumping Procedures ....................................................................................... 68
4.2.24 Bulk Transfer Equipment .......................................................................................................... 70
4.2.25 Colour Coding ............................................................................................................................ 70
4.2.26 Use of Purge Air ......................................................................................................................... 70
4.2.27 Hydrocarbon Transfers – Specific Requirements .................................................................. 70
4.2.28 Fuel Handling Equipment ......................................................................................................... 70
4.2.29 Transportation of Contaminated Liquid Bulk .......................................................................... 71
5. Dynamic Positioning (DP) Operations .................................................................................................... 73
5.1 General................................................................................................................................................ 74
5.2 Dubai Petroleum Pre-Hire Documentary Requirements for DP Vessels .................................... 74
5.3 DP Equipment Classes (IMO) .......................................................................................................... 75
5.3.1 Equipment Class 1:.................................................................................................................... 75
5.3.2 Equipment Class 2: .................................................................................................................... 75
5.3.3 Equipment Class 3:.................................................................................................................... 75
5.4 Classification Society Notations ....................................................................................................... 75
5.5 Responsibilities .................................................................................................................................. 76
5.6 Conduct of DP Operations................................................................................................................ 76
5.6.1 Specific Site Conditions............................................................................................................. 76
5.6.2 Navigational Safety .................................................................................................................... 77
5.6.3 Arrival Checks ............................................................................................................................ 77
5.6.4 Communications ........................................................................................................................ 77
5.6.5 Approaching the Installation ..................................................................................................... 77
5.6.6 DP Location Setup Checks....................................................................................................... 77

5.6.7 Safe Working Location .............................................................................................................. 78
5.6.8 Safe Working heading & Escape Route.................................................................................. 78
5.6.9 Environmental Considerations ................................................................................................. 78
5.6.10 Maintaining a Safe Working Location ...................................................................................... 79
5.6.11 DP Operator Handovers............................................................................................................ 79
5.6.12 Onboard Engineering, Electrical and Electronic Support ..................................................... 79
5.6.13 Critical & Allowable Vessel Excursions ................................................................................... 79
5.6.14 Electronic Off-Position Warning and Alarm Limits ................................................................. 79
5.6.15 Electronic Off-Heading Warning and Alarm Limits ................................................................ 80
5.6.16 Position & Heading Changes ................................................................................................... 80
5.6.17 Power Consumption & Thruster Output Limits ....................................................................... 80
5.6.18 Consequence Analyser ............................................................................................................. 80
5.6.19 Safe Operating Limits ................................................................................................................ 80
5.6.20 Position Reference Systems .................................................................................................... 81
5.6.21 Sensors ....................................................................................................................................... 82
5.6.22 Change of Operating Control Mode......................................................................................... 83
5.6.23 Thruster Efficiency at Different Drafts and Trims ................................................................... 83
5.6.24 DP Incident Reporting ............................................................................................................... 83
5.7 DP System Alert Levels..................................................................................................................... 83
5.7.1 Reinstatement After a System Failure .................................................................................... 84
5.8 Evaluation of DP Vessel Capabilities & Risk Assessment Process............................................. 84
5.8.1 DP Capability .............................................................................................................................. 84
5.8.2 Close Proximity Situations for DP Vessels ............................................................................. 85
5.8.3 DP Vessels Operating in Close Proximity to Each Other ..................................................... 87
5.8.4 Operational Risk Assessments for DP Vessels ..................................................................... 87
5.9 Competence, Training and Certification of key DP Personnel ..................................................... 89
5.9.1 Manning and Hours of Work for DPOs.................................................................................... 90
5.10 DP Diving Support Vessels (DSVs) ................................................................................................. 90
5.10.1 Additional Considerations for Safe Working Limits for DSV’s............................................. 90
5.10.2 Redundancy in DSVs ................................................................................................................ 90
5.10.3 Communications in DSVs ......................................................................................................... 93
5.10.4 DP Alert Status System ............................................................................................................ 93
5.10.5 Diving from DP Vessels Operating within an Anchor Pattern .............................................. 93
5.10.6 DP Diving Hazards – General Requirements ......................................................................... 95
5.10.7 DP Diving Operations - Personnel Responsibilities and Capabilities .................................. 97
5.10.8 Manning for DP Subsea Operations ........................................................................................ 98

5.11 DP Drilling Vessels ............................................................................................................................ 99
5.11.1 DP Drilling Vessels: Redundancy ............................................................................................ 99
5.11.2 DP Drilling Vessels: Communications ................................................................................... 102
5.11.3 DP Drilling Vessels: Alert Status System .............................................................................. 103
5.11.4 DP Drilling Vessels: Alert Responses .................................................................................... 104
5.11.5 DP Drilling Vessels: Operations ............................................................................................. 104
5.11.6 DP Drilling Vessels: Personnel Responsibilities and Capabilities ...................................... 104
5.12 DP Accommodation Vessels .......................................................................................................... 105
5.12.1 DP Accommodation Vessels: Redundancy .......................................................................... 106
5.12.2 DP Accommodation Vessels: Communications ................................................................... 108
5.12.3 DP Accommodation Vessels: Operations ............................................................................. 109
5.12.4 DP Accommodation Vessels: Personnel Responsibilities and Capabilities ...................... 110
5.13 Crane Vessels .................................................................................................................................. 110
5.13.1 DP Crane Vessels: Redundancy ........................................................................................... 111
5.13.2 DP Crane Vessels: Communications .................................................................................... 114
5.13.3 DP Crane Vessels: Operations............................................................................................... 114
5.13.4 DP Crane Vessels: Personnel Responsibilities and Capabilities ....................................... 114
6. Anchor Handling, Towing, Rig Move & Barge Operations ............................................................... 115
6.1 General.............................................................................................................................................. 115
6.1.1 Planning .................................................................................................................................... 116
6.1.2 Minimum Requirements for Vessels ...................................................................................... 118
6.1.3 Manning Levels ........................................................................................................................ 118
6.1.4 Limitations and/or Defects Affecting Vessel Performance.................................................. 118
6.1.5 Vessel Stability during Anchor Handling & Towing Operations ......................................... 119
6.1.6 Measures to ensure Stability .................................................................................................. 119
6.1.7 Vertical Lifting Capacity........................................................................................................... 120
6.1.8 Horizontal Bollard Pull ............................................................................................................. 120
6.1.9 Emergency Release of Towing and Anchor Handling Equipment..................................... 120
6.1.10 Vessel Stability during Tandem or other Joint Towing Operations.................................... 120
6.1.11 Limitations on Emergency Anchor Handling/Towing Operations ...................................... 121
6.2 Anchor Handling Operations........................................................................................................... 121
6.2.1 Clear Decks .............................................................................................................................. 122
6.2.2 Removal of Deck Clutter during Anchor Handling ............................................................... 122
6.2.3 Carriage of Spare Anchor Buoy ............................................................................................. 123
6.2.4 Winch Drum Visibility ............................................................................................................... 123
6.2.5 Protection of Personnel ........................................................................................................... 123

6.2.6 Placement of Anchors ............................................................................................................. 123
6.2.7 Anchoring within another Anchor Pattern ............................................................................. 125
6.2.8 Anchor Recovery ..................................................................................................................... 125
6.2.9 Grappling................................................................................................................................... 125
6.2.10 Anchor Dragging ...................................................................................................................... 126
6.2.11 Prohibited Zones ...................................................................................................................... 126
6.2.12 Hazard Identification & Risk Assessment ............................................................................. 126
6.2.13 Offshore Operations & Operator Representative................................................................. 126
6.2.14 Survey Equipment & Representatives .................................................................................. 126
6.2.15 Move to Stand-Off Position ..................................................................................................... 126
6.2.16 Recovery of Moorings in Bad Weather ................................................................................. 127
6.2.17 Test of New Moorings ............................................................................................................. 127
6.2.18 Mooring Tensions .................................................................................................................... 127
6.2.19 Records ..................................................................................................................................... 127
6.2.20 Mooring Buoys ......................................................................................................................... 128
6.2.21 Mooring to Production Installations ....................................................................................... 128
6.2.22 Field Charts .............................................................................................................................. 128
6.2.23 Planning for Anchor Handling Operations ............................................................................ 128
6.2.24 Anchor Handling Equipment................................................................................................... 128
6.2.25 Wires ......................................................................................................................................... 128
6.2.26 Sockets & Eyes ........................................................................................................................ 129
6.2.27 Shackles.................................................................................................................................... 129
6.2.28 Roller Fairleads ........................................................................................................................ 129
6.2.29 Pelican Hooks .......................................................................................................................... 130
6.2.30 Hydraulic or Mechanical Stoppers ......................................................................................... 130
6.2.31 6.2.31 Buoy Catchers ..................................................................................................... 130
6.2.32 Chasers ..................................................................................................................................... 131
6.2.33 Chain Hooks, Tuning Forks .................................................................................................... 131
6.2.34 Chain Slings or Endless Chain Slings ................................................................................... 131
6.3 Towing Operations ........................................................................................................................... 131
6.3.1 Agreed Procedures .................................................................................................................. 131
6.3.2 Responsibilities ........................................................................................................................ 132
6.3.3 Operational Requirement during early stages of the Tow .................................................. 132
6.3.4 Inspection.................................................................................................................................. 132
6.3.5 Clear Decks .............................................................................................................................. 132
6.3.6 Reserve Tow Equipment......................................................................................................... 133

6.3.7 Manned Tow ............................................................................................................................. 133
6.3.8 Unmanned Tow ........................................................................................................................ 133
6.3.9 Towing Equipment ................................................................................................................... 134
6.3.10 Stretchers & Springs................................................................................................................ 134
6.3.11 Wires ......................................................................................................................................... 134
6.3.12 Gob Fittings .............................................................................................................................. 134
6.3.13 Trunnions & Tow Restraints ................................................................................................... 134
6.3.14 Shackles.................................................................................................................................... 134
6.3.15 Chafing Gear ............................................................................................................................ 135
6.3.16 Spare Gear ............................................................................................................................... 135
6.4 Work Overside & Buoys .................................................................................................................. 135
6.4.1 Work Overside.......................................................................................................................... 135
6.4.2 Work on Buoys ......................................................................................................................... 135
7. Crew Boats & Personnel Transfers...................................................................................................... 136
7.1 Introduction ....................................................................................................................................... 136
7.2 Safety Requirements for Crew Boats chartered by Dubai Petroleum ....................................... 136
7.3 Passenger Accommodation onboard Crew Boats ....................................................................... 136
7.4 Dubai Petroleum Smoking Policy onboard Crew boats .............................................................. 137
7.5 Transit to and from JAOSB to Fateh Field by Crew Boats.......................................................... 137
7.6 Urgent Lifts by Crew Boats ............................................................................................................. 137
7.7 Inter-field Transfers by Crew Boats ............................................................................................... 137
7.8 Deck Loading on Crew Boats ......................................................................................................... 138
7.9 Crew Boats: Light Materials Transfers .......................................................................................... 138
7.10 Crew Boat Operations during Marginal Weather ......................................................................... 138
7.11 General Issues with Personnel Transfers at Dubai Petroleum Assets ..................................... 139
7.12 Conduct of Personnel Transfers (all types) .................................................................................. 139
7.13 Risk Assessments for Personnel Transfers ................................................................................. 140
7.14 Training and Competence............................................................................................................... 141
7.14.1 Responsibilities ........................................................................................................................ 141
7.15 Communications during Personnel Transfers .............................................................................. 141
7.16 Types of Personnel Transfers ........................................................................................................ 141
7.16.1 Small Boat Transfer: Vessel to Vessel or Vessel to Installation ........................................ 141
7.16.2 Use of Pilot Ladders ................................................................................................................ 142
7.16.3 Pilot Boat to Tanker at Fateh.................................................................................................. 142
7.16.4 Personnel Baskets ................................................................................................................... 142
7.16.5 Swing Ropes ............................................................................................................................ 143

7.17 Special Gangways and Bridges ..................................................................................................... 144
8. Diving and ROV Operations .................................................................................................................. 144
8.1 Diving Activities from DP Vessels .................................................................................................. 144
8.2 Diving and ROV: Industry Codes of Practice................................................................................ 144
8.3 Diving: Duties Roles and Responsibilities ..................................................................................... 145
8.3.1 Responsibilities of the Diving Contractor .............................................................................. 145
8.3.2 Responsibilities – Dubai Petroleum and other Parties ........................................................ 146
8.3.3 Responsibilities: Offshore Manager of the Diving Contractor ............................................ 147
8.3.4 Responsibilities: Diving Superintendent................................................................................ 147
8.3.5 Responsibilities: Diving Supervisor ....................................................................................... 147
8.3.6 Responsibilities: Divers ........................................................................................................... 149
8.3.7 Other Diving and Support Personnel .................................................................................... 149
8.4 Diving Emergencies and Contingency Plans................................................................................ 149
8.4.1 Lost Bell/Emergency Bell Recovery ...................................................................................... 150
8.4.2 Divers’ Habitats ........................................................................................................................ 150
8.4.3 Hyperbaric Evacuation ............................................................................................................ 150
8.4.4 Emergency Training ................................................................................................................ 151
8.4.5 Diving Contractor’s Contingency Centre and Interface with Dubai Petroleum ................ 151
8.5 Diving: General Offshore Precautions ........................................................................................... 151
9. Standby Vessels ..................................................................................................................................... 154
9.1 Operating Parameters ..................................................................................................................... 154
9.2 Vessel Capabilities........................................................................................................................... 154
9.3 Standby Vessel Operating Procedures ......................................................................................... 154
APPENDIX A: SUMMARY OF APPLICABLE CODES, CONVENTIONS, LEGISLATION &
GUIDELINES RELEVANT TO MARINE AND OFFSHORE INDUSTRY PRACTICE ............................ 156
APPENDIX B: CHECK LISTS, REPORTS & TABLES ................................................................................... 159
APPENDIX C: DUBAI PETROLEUM IMPORTANT CONTACT NUMBERS ................................................ 208
APPENDIX D: MARINE CHARTER POLICY .................................................................................................. 209

1. Introduction
1.1 Purpose, Scope & Disclaimers
This manual contains instructions, guidelines and information developed to enhance the
integration of all marine operations that shall be conducted in port and at offshore assets of
Dubai Petroleum within UAE and territorial waters.
The scope of these Marine Procedures is applicable to all vessels on both ‘spot’ and long-term
charters and they shall compliment any requirements incumbent on vessel operators under
their relevant Regulators, UAE national legislation, the IMO (especially the requirements of
SOLAS) and the operator’s own contractual obligations. Applicable Statutory Instruments,
Codes, Conventions and industry guidelines are listed in the Appendix.
The contents of this manual embraces the ethos of safe operational practice and by interfacing
with all concerned parties, Dubai Petroleum aims to achieve and maintain its HSE ‘team target’
of zero incidents, by the encouragement of proactive performance to ensure that marine
operations are conducted safely and legally, yet efficiently.
Where specific port procedures apply, these shall be implemented accordingly and in
all locations covered by additional jurisdictions, the more stringent procedures shall always be
adopted.
The existence of these Marine Procedures shall not be construed as justification for the
omission of such processes as risk assessments, permit to work requirements or other actions
that may regulate particular operations.
Dubai Petroleum Corporate Policy and Directives, including its adopted marine standards,
procedures and guidelines, are supplemental to applicable law and nothing contained in this
document is intended to replace, supersede or otherwise depart from legislative requirements.
In the event of a conflict, applicable law shall prevail.
Nothing in this Manual shall supersede the spirit or letter of legislation covering the Overriding
Authority of Masters of vessels (IMO Resolution A443 – XI as stated in 2.1), or indeed similar
authority of supervisory staff responsible for offshore installations, diving operations and other
project activities.
Any queries regarding the content of this manual should be directed to the Logistics Marine
Superintendent or Port Captain.
1.2 Structure of Manual

This manual comprises of nine subject-parts plus, Appendices. Each part is divided into sub-
sections with nomenclature of paragraphs in logical progression under specific headings listed
in the Table of Contents. The Appendices contain forms, check-lists, tables and information
sheets that where applicable have been cross referenced within the text. However, tables
pertaining to DP Operations remain in the main text for ease of reference.
1.3 Updating of Procedures

This manual is a ‘controlled document’ and will be subject to annual review by the Logistics
Marine Superintendent, a process from which amendments may be generated. In addition,
urgent updates may be necessary and these shall be promulgated as required.
Information within these Marine Procedures may also be supplemented and modified by the
issue of Safety Alerts, Port Captain’s Standing Orders and any other official company
notifications that may be issued from time to time in order to promulgate directives and
changes.

The annual review of these procedures shall also accommodate all such notifications that are
applicable for inclusion.
1.4 Terminology to describe Mandatory and other Requirements

Throughout these Marine Procedures the following terminology is used to ensure clear and
unambiguous understanding of Mandatory Requirements:
• “Shall” is used where a provision is a Mandatory Requirement.
• “Should” is used where a provision is a Recommendation or is used to identify
a preferred option.
• “Must” is used only where a provision is a Statutory Requirement.
• “Will” is used normally in connection with an action by Dubai Petroleum, rather than
by a contractor or supplier.
• “May” is used where alternatives are equally acceptable.
1.5 Explanation of what constitutes an ‘Instruction’

An ‘instruction’ requires mandatory compliance. It may be based on current legislation,
International Conventions, Codes, guidelines, good industry practice, other Dubai Petroleum
policy statements or where a previous experience has highlighted the requirement for strict
controls to reduce the exposure to risk. For the latter, such a requirement shall have been
discussed fully with all senior marine personnel before being included in this manual.
1.6 Contravention of an ‘Instruction’

In certain circumstances an ‘instruction’ might be contravened but only with the express
permission of the Operations Manager or nominated delegate. This permission shall be sought
following completion of a risk assessment and hazard analysis to identify the risks and the
measures taken to mitigate them. The only exception to this would be an emergency situation,
but explicit justification for such action would, nevertheless, be a retrospective requirement.
1.7 Requirements for Dissemination of this Manual

This document shall be made available to all applicable units, organizations, groups or
individuals involved in marine operations conducted by Dubai Petroleum, including marine
contractors and sub-contractors. At least one copy of this manual shall be placed aboard every
manned Dubai Petroleum-controlled vessel operating in UAE waters.
All supervisory personnel engaged in the offshore marine operations of Dubai Petroleum within
UAE waters must be thoroughly familiar with the contents of this document with respect to
both its general requirements and those specific to their own particular activities.
Moreover, notwithstanding any specific project instructions, these Marine Procedures shall be
accepted as a reference to ensure that operational marine activities be conducted in
compliance with established standards with consistency, and that all Masters, watch-keeping
officers (bridge and engine room), Dubai Petroleum Representatives, Port Captains and any
other responsible personnel shall complete the form included at the front of this document to
verify that they have read and understood the content. For long-term contract vessels, the
Master shall ensure that every six months, senior personnel shall refresh their knowledge of
these procedures and that is signed to indicate that this refresher has been completed.
1.8 Detailed Procedures for Specific Projects

From time to time there shall be requirements for detailed operational procedures, instructions
and information to be prepared, approved and issued for specific projects,
despite the substance of this manual. In these situations, such procedures shall be used in
conjunction with this manual but must be the primary reference. This will help to ensure that
all operational aspects of special operations are safely and effectively executed.
2. Marine Management & General Instructions for Vessels

2.1 Overriding Authority of Masters of Vessels
Dubai Petroleum embraces the provisions of IMO Resolution A443 (XI) as follows:
CONSIDERING that Maritime Safety and the Protection of the Marine Environment must be the
Ship Master’s prime concern in all situations which may arise and that economic and other
pressures on the shipmaster should not at any time interfere with the decisions he must take in
that regard…
CONSIDERING FURTHER that the decisions on maritime safety and marine environment
protection by the Ship Master should not be unduly influenced by instructions given by Ship
Owners, Charterers or others concerned…
INVITES Governments to take necessary steps to safeguard the Ship Master in the proper
discharge of his responsibilities in regard to maritime safety and the protection of the marine
environment by ensuring that:
The Ship Master is not constrained by the Ship Owner, Charterer or any other person
from taking in this respect any decision which, in the professional judgment of the Ship Master,
is necessary;
The Ship Master is protected by appropriate provisions, including the right of appeal, contained
in, inter alia, national legislation, collective agreements or contracts of employment, from
unjustifiable dismissal or other unjustifiable action by the Ship Owner, Charterer or any other
person as a consequence of the proper exercise of his professional judgment.
2.2 Incident Reporting

Dubai Petroleum requires immediate reporting of all incidents and accidents involving
employees and contractors when they are at Dubai Petroleum’s premises or facilities,
onboard vessels on-hire to Dubai Petroleum, or when they are off-site and involved in work-
related activities, or under contract supervised or directed by Dubai Petroleum. It shall be the
responsibility of every individual, employee or contractor, offshore, onshore and onboard
vessels on-hire to Dubai Petroleum, to rigidly observe this requirement. At JAOSB, incidents
shall be reported immediately to the Jetty Master. Offshore, the Port Captain/Radio Room shall
be informed.
2.3 Management of Change

Whenever changes are made to procedures, equipment, activities or approved practices
without any re-evaluation of potential impacts with reference to established procedures, the
likelihood of accidents or incidents as direct results of the changes will be considerably
exacerbated.
Operational changes may create hazards and increase risk exposure thereby requiring better
control measures to prevent equipment damage, limit environmental impacts and maintain
acceptable levels of safety.
In view of the nature and diversity of offshore marine operations, vessels on charter to Dubai
Petroleum shall be required to implement measures within their own safety management
systems that demonstrate effective management of this issue.
The IMCA publication, “Guidance for the Management of Change in the Offshore Environment”
is recommended as a reference.

2.4 Simultaneous Operations (SIMOPS)
The high likelihood for simultaneous operations to occur on a regular basis in the offshore
marine environment requires proactive measures to be implemented in order to prevent
adverse consequences of mutual interferences. Therefore, it is of considerable importance for
the early identification of these potential situations.
Once a SIMOP has been identified, an established process may be followed by all concerned
parties to address all conflicting issues. However, success of early identification is dependent
on full participation and involvement of all key members of the marine management team
during the process of project and job planning and also for effective managerial co-ordination
at a senior level so that the ‘overall picture’ is continuously in view, with the express intention
of identifying potential conflicts.
The following processes should assist in the identification of SIMOPS due to planned
activities:
1. Early planning;
2. Thorough discussion and examination of all aspects during planning meetings that
should involve all concerned parties including external personnel where applicable;
3. The use of comprehensive risk assessments across all operational activities;
4. Dissemination of proposed work schedules across departments and
an encouragement for continuous exchange of relevant information – development of a
‘culture of dialogue’;
5. Effective co-ordination of activities at a senior management level.
Following such identification, during any particular project involving more than one
independent activity, the use of a specifically developed ‘bridging document’ to cover all of the
concerned operations is an effective method in the management of SIMOPS.
It should not be forgotten that SIMOPS may also be caused (often at short notice) by un-
managed changes (see 2.3) and also due to the consequences of emergencies or previously
unscheduled urgent operations. In these situations affected operations should be stopped and
senior management input required so that priorities may be established and assessments
made.
Vessel types that may be involved in SIMOPS include diving/ROV support vessels, DP
vessels, FSUs, tankers, supply vessels, crew boats, barges, heavy lift vessels, MODUs, pipe
and cable layers, survey vessels, etc.
Third parties that may be involved in SIMOPS include ship operators, contractors, sub-
contractors and vendors.
The IMCA publication “Guidance on Simultaneous Operations (SIMOPS)” is recommended as
a reference.
See 8.5.1 for specific procedures concerning SIMOPS affecting diving operations.
2.5 Operational Limitations

It shall be incumbent on the ship operator to describe operational limitations for the various
vessel operations for each single vessel. Operational limitations will vary according to the
vessel's design, size, outfitting etc. Dubai Petroleum shall be informed of any operational
limitations before signing any contract to hire a vessel, for example in the form of classification
society approved DP capability plot and Environment Regularity Number (ERN).
The ship operator shall draft operational limitations for any vessel with insufficient technical
redundancy in its propulsion, maneuvering and positioning systems. The operational
limitations shall describe the restrictions placed on the individual operations to be carried out

by the vessel, as well as describe any compensating measures that will be initiated to ensure
the operations can be executed.
Other operational limitations imposed on vessels by Dubai Petroleum for weather and various
operational scenarios are described in these procedures and Masters must be thoroughly
familiar with the values of both his own inherent vessel limitations and those required by Dubai
Petroleum so he shall be in no doubt which is the more stringent requirement that shall always
apply.
2.6 Marine Roles & Responsibilities – Offshore
2.6.1 Vessel Masters

In keeping with the substance of previous paragraphs, Masters are responsible for the safety
of their crews, vessels, and operations being conducted from their vessels at all times. They
have the authority to decide whether any operations affecting their vessels should proceed or
terminate, and shall question any instructions from installation or quayside personnel that may
pose a hazard to their vessel or crew.
2.6.2 Offshore Installation Manager (OIM)

The OIM is in charge of his particular installation or field, and he is responsible for the safety
of the installation and of all personnel on board.
Support Vessels may only enter the 500 metre exclusion zone around the installation after
obtaining permission from the OIM or his delegate (usually the Field Radio Room). Masters
shall co-operate with the OIM in conducting their responsibilities. For example, the OIM can
modify or terminate any support vessel activity which they regard as hazardous to the
installation. Each OIM reports to his respective Field Manager and he is supported by the Port
Captain who is also the Marine Technical Authority.
2.6.3 Port Captain

Under the management of the OIMs with respect to their particular installations, the Port
Captain is responsible for the following functions:
• To act as Senior Marine Technical Authority offshore and onshore. Onshore issues
shall be managed in liaison with the Logistics Marine Superintendent;
• To manage all tanker operations;
• To manage all marine platform maintenance and inspection operations;
• To oversee all mooring operations;
• To oversee all marine survey operations;
• To oversee the management by respective vessel companies of their offshore marine
maintenance vessels, in terms of…
1. Suitability of vessels and limitations for prescribed work programmes,
2. Productivity and performance of vessels,
3. Required maintenance/modifications of vessels,
4. Work schedules of vessels,
5. Weather working parameters of vessels,
6. Reporting of incidents concerning vessels.
The Port Captain is Line Manager to:

• Assistant Port Captain;
• Diving Superintendent.

2.6.3.1 Assistant Port Captain

Under the Management of the Port Captain, the Assistant Port Captain is responsible for the
following functions:
• To oversee the management by the Marine Foreman of all marine crew functions;
• To oversee the management by respective vessel operators (OSVs and crew boats) in
terms of:
1. Suitability of vessels and limitations for a prescribed work programmes,
2. Productivity and performance of vessels,
3. Required maintenance/modifications of vessels,
4. Work schedules of vessels,
5. Weather working parameters of vessels,
6. Reporting of incidents concerning vessels.
The Assistant Port Captain is Line Manager to the Marine Foreman.
2.6.3.2 Marine Foreman

Under the Management of the Assistant Port Captain, the Marine Foreman is responsible for
the following functions:
• Safety leadership and supervision of Marine Crew;
• Al Wasl and SPM marine maintenance operations – planning & execution;
• Liaison with and support of the Dive Supervisor for diving operations;
• Assisting in tanker operations;
• The co-ordination and management of spares & materials associated with offshore
marine operations.
The Marine Foreman is Line Manager to the Marine Crew
2.6.3.3 Marine Crew

Under the supervision of the Marine Foreman, the Marine Crew shall conduct the following
functions:
• SPM 1&2 surface/surface hose maintenance;
• Anchor block/mooring buoy/vessel mooring maintenance;
• Al Wasl Operation & Maintenance;
• Rig move, anchor block & leg rope work;
• Assist DSV dive team on vessel;
• Fender maintenance;
• Export tanker Operations;
• K3 fiscal meter skid maintenance assistance.
2.6.3.4 Diving Superintendent

Under the Management of the Port Captain, the Diving Superintendent is responsible for the
following functions:
• Liaison between the Marine Department (Port Captain) and any contract diving
activities;
• Ensuring industry standard diving practices and procedures are adhered to by diving
contractors working at Dubai Petroleum’s assets;
• Ensuring Permits and Procedures are prepared for any diving operations at Dubai
Petroleum’s assets.

2.6.4 Tow Master
The Drilling Company Tow Master will adopt overall authority during the period of a drilling rig
location move during which time the rig is under tow, and he will decide when it is safe and
practicable to commence rig-move operations within the normal limitations of the unit’s
operations manual.
2.7 Marine Roles & Responsibilities - Onshore
2.7.1 Jebel Ali Base Manager

The Jebel Ali Base Manager has overall responsibility for all marine activities at JAOSB. This
includes the provision of all support facilities, cargo handling, movements and storage and the
proper and effective implementation of safety and security measures at the base and onboard
the vessels while alongside. He is the ‘owner’ of all Dubai Petroleum’s logistical marine contracts.
2.7.2 Logistics Marine Superintendent

Under the Management of the Jebel Ali Base Manager the Logistics Marine Superintendent shall
have the following responsibilities:
• To act as the onshore focal point for all marine logistics and operations;
• To liaise with the Port Captain on all marine technical issues;
• In consultation with the Port Captain, to oversee vessel safety, quality, productivity &
performance;
• In consultation with the Port Captain, to assess vessel specifications and to conduct
vessel selection;
• In consultation with the Port Captain to administer marine resources & planning for short
term and long term requirements;
• To execute audits & inspections of vessels, vessel operators and of marine equipment
& services and to follow up and oversee close out;
• To engage vessel operators, masters and crews regarding Dubai Petroleum safety
principles, policies and goals;
• In consultation with the Jebel Ali Base Manager and the Port Captain, to ensure that all
vessels remain safe and operationally compliant;
• To manage all Jetty Office functions.
The Logistics Marine Superintendent is Line Manager to:
• Senior Jetty Master;
• Jetty Masters;
• Logistics Planner & Administrator.
2.7.2.1 Senior Jetty Master

The Senior Jetty Master shall head the team of Jetty Masters to conduct the following
functions:
• To ensure safe working practices during vessel loading/unloading operations, and to
liaise with vessel masters in establishing safe stowage plan for all cargoes.
• To monitor and expedite daily vessel operations and jetty activities;
• To co-ordinate boat loading and sailing schedules;
• To prepare cargo and bulk vessel manifests;
• To perform vessel tracking and routing progress;
• To optimize vessel utilization;
• To liaise with warehouse personnel, both onshore and offshore, in the establishment
and delivery of offshore cargo and bulk requirements.
2.7.2.2 Logistics Planner & Administrator

The Logistics Planner and Administrator shall conduct the following
functions:
• To produce performance data relating to marine and logistics activities and to act as a
focal point in the collation of this information;
• To co-ordinate logistics activities relating to sea cargo and helifreight;
• To prepare, interpret and execute various work plans and to interpret and
communicate resultant performance;
• To track on going logistics cost management performance.
2.8 Vessel Management
2.8.1 Vessel Contract Process for Offshore Support Vessels

Prior to initiating the contract process and with input from the Jebel Ali Base Manager, the Port
Captain and any other interested department, the Logistics Marine Superintendent shall be fully
briefed on the scope of work that shall be required of a vessel or vessels. Interface with
any concerned project manager (if applicable) is particularly important so that all
requirements be known as accurately as possible.
The process of vessel chartering shall strictly follow the current policies of Dubai Petroleum
both prior to the issue of the Invitation to Tender (ITT) and following Tender Board Approval.
The Logistics Marine Superintendent shall ensure that any vessel to be contracted by, or on
behalf of, Dubai Petroleum shall be fit for purpose and it shall be subject to a formal audit to
ascertain that the vessel is acceptable. This may be carried out by Dubai Petroleum staff or by
an appointed independent Marine Surveyor and it shall be in accordance with the Vessel Audit
Template included in Appendix B to these Procedures.
Dynamically-positioned vessels shall be subject to additional scrutiny to ensure compliance
with regulations specific to that type of vessel (see Section 5).
The audit must ensure that the vessel to be hired exceeds the minimum standards set by Dubai
Petroleum. An assessment of marine competence of the vessel crew and of the Vessel
Operator shall be included in this process. The on-hire process shall not be completed unless
these requirements have been satisfactorily completed.
All audits, whether conducted by a third-party surveyor or by the Dubai Petroleum Marine
department, shall be closed up with follow-up audit if any findings are outstanding. The actions
and responses from the vessel operators shall be logged and all documentation relative to the
audit and tracking process shall be uploaded to ‘Live link’ by the Logistics Marine Superintendent.
Where vessels operate with unmanned machinery spaces (UMS) there may be specific
situations when Dubai Petroleum shall nevertheless require an Engineer Officer to be in
attendance in the engine room or other machinery space (for instance if the vessel is DP). Such
requirements shall be decided on an individual basis.
Final contract approval on behalf of Dubai Petroleum shall be by the Department Manager.
2.8.2 Requirements for Chartered Vessels

Following the ‘on-hire’ process, the Logistics Marine Superintendent shall ensure that all
vessels on charter to Dubai Petroleum shall be issued with an updated (controlled) copy of
these Marine Procedures. Masters shall ensure that operational information contained in these
procedures is properly disseminated onboard the ship and that all senior personnel also read
them (see 1.7).
All subsequent amendments to these procedures shall also be issued to each vessel
throughout the duration of hire and it shall be the responsibility of each respective Master
to ensure that these amendments are inserted and information contained therein is properly
disseminated onboard.
All applicable Safety Alerts, Port Captain’s Standing Instructions and any other official company
notifications that may be issued from time to time in order to promulgate directives and changes
shall also be provided to the vessel at the start and for the duration of hire. These too, shall be
properly disseminated onboard. Items of an urgent nature may necessitate calling immediate
safety meetings.
Each vessel on charter to Dubai Petroleum shall be subject to all applicable inspections and
audits as set out in the schedule approved by the Logistics Marine Superintendent who shall
ensure that each Master be fully appraised of his particular responsibilities in this respect.
Notwithstanding specific requirements that have been detailed elsewhere within these Marine
Procedures (i.e. tanker procedures) vessel Operators and Masters shall ensure that with
respect to their vessels on charter to Dubai Petroleum the hull and machinery be maintained
in good, serviceable condition with all statutory and classification surveys up-to-date.
Furthermore, all defects should be properly managed to ensure the vessel remains at full
readiness, maintained in a safe and seaworthy state. Dubai Petroleum may also require access
to the planned maintenance records of vessels throughout the duration of hire.
Masters shall ensure that all navigation equipment be maintained in proper working order and
checked for errors in accordance with good practice. Any equipment that is not functioning
correctly or that has appreciable errors that may affect the safety of navigation must be taken
out of service and ‘tagged’ as such.
Navigational charts and publications carried onboard shall be complete for the operating area
of the vessel and in accordance with statutory requirements. They shall be the latest editions,
properly corrected to the latest available 'Notices to Mariners'.
2.8.3 Communications between Dubai Petroleum and Vessel Operators & Masters
It is important that a direct line of communication is maintained between Dubai Petroleum
and the owners/operators of chartered vessels. This shall help ensure that all identified safety
issues be properly discussed and where appropriate, expeditious actions taken. On the part of
Dubai Petroleum, the Logistics Marine Superintendent shall ensure that responsible individuals
are specifically nominated for this purpose.
Dubai Petroleum recognizes the importance of identifying and understanding the
responsibilities of key personnel within contractor companies and in the case of
owners/operators of vessels on- hire to Dubai Petroleum, this shall include the Designated
Person Ashore (DPA), the Company Security Officer (CSO) and Safety Manager concerned
with these vessels (see 2.9.1 - DPA and 2.8.6 CSO).
There shall be regular onshore communication between Dubai Petroleum and
owners/operators of vessels that shall complement the ‘first line’ of communication between
the Master and the Port Captain/OIM when offshore, and with the Jetty Master/Logistics Marine
Superintendent when at JAOSB.
It is the intention of Dubai Petroleum that vessel owners/operators/ Masters should always be
able to discuss any safety matter without fear of recrimination or adverse repercussions.
In meeting Dubai Petroleum’s pro-active ethos and transparency in such matters, Masters
should ensure that all hazards or incidents affecting safety and involving their vessels
be formally and immediately reported to Dubai Petroleum and the vessel owner or
operator.
Furthermore, relevant minutes of safety meetings may be forwarded to Dubai Petroleum (in
accordance with the vessel’s company procedures and the requirements of the contract/charter
party) for all items having an effect on operations of Dubai Petroleum.
2.8.4 Flag Administrations
All vessels that operate at Dubai Petroleum’s assets shall be flagged by Administrations
acceptable to the Company. Due to the importance of verifiable qualifications of seafarers,
vessels flagged by Administrations not included in the ‘White List’ of the IMO shall always
be excluded.
2.8.5 Classification Societies

In addition to Flag Administration requirements, technical standards onboard vessels are
regulated by Classification Society Rules. Vessels that operate at Dubai Petroleum’s assets
shall be ‘classed’ by a member of the International Association of Classification Societies
(IACS).
2.8.6 Compliance with ISPS & Security Issues

Fateh Marine Terminal and JAOSB are ISPS-compliant and operate in accordance with an
approved Port Facility Security Plan. The Fateh Port Captain is designated as the offshore Port
Facility Security Officer (PFSO). The Security Team Lead is the designated Port Facility
Security Officer for JAOSB, but in the first instance all security matters should be
addressed to the JAOSB Duty Jetty Master.
An automatic identification system (AIS) receiver is installed at Fateh & Jetty Office, Jebel Ali.
ISPS-compliant vessels shall interface with the facilities of Dubai Petroleum (JAOSB and
offshore) in accordance with the ISPS Code and as specified in the approved PFSP. Each Ship
Security Officer (SSO) shall make and maintain contact with each respective Port Facility
Security Officer (PFSO) regarding security matters.
The proximity to JAOSB from berths used by US warships may necessitate localised
increases in the ISPS Security Levels. Furthermore, security precautions onboard vessels at
JAOSB may be subject to additional scrutiny from the DPW PFSO. Masters should also brief
their crews to expect small boat movements in the vicinity of US warships that involve armed
personnel and it is advisable that whenever practical, communications with afloat security
patrols be established (see 2.10.6.2 – ‘Communications Procedures’ for further details).
ISPS-compliant vessels on charter to Dubai Petroleum shall demonstrate proper
implementation of the Code prior to going ‘on-hire’. This shall include satisfactory support to
the vessel from the respective CSO whose contact details shall be provided to the JAOSB Jetty
Office.
Masters of non-SOLAS vessels that do not have ISPS implemented onboard shall be briefed
by the Logistics Marine Superintendent when the vessel comes on hire. They may be required
to apply specific enhancements to their onboard security arrangements.
Personnel should be informed that Dubai Petroleum prohibits the taking of photographs at
JAOSB and at its offshore assets. Furthermore, DP World prohibits the taking of
unauthorized photographs within Jebel Ali Port with particular mention of warships. The
possession of personal cameras (video and still cameras) shall therefore be regulated when
Dubai Petroleum-chartered vessels are at Dubai Petroleum’s offshore assets and at JAOSB.
Each Master shall ensure that these items be placed in his custody, locked away for the
required duration.
2.9 Health, Safety, Environmental & Quality Management of Vessels
2.9.1 Safety Management Systems

All vessels to which SOLAS is mandatory must comply with the ISM Code and be issued with
a valid Safety Management Certificate (SMC). Furthermore, evidence shall be required by
Dubai Petroleum that the Vessel Operator is in possession of a valid Document of Compliance
(DOC) for that type of vessel that has been issued by an approved Certifying Authority on
behalf of the Flag Administration of that particular vessel.
These vessels shall conduct onboard safety management activities in accordance with their
specific procedures that shall be made available to the Dubai Petroleum Logistics Marine
Superintendent. Moreover, it shall be mandatory that best industry practice be always followed
concerning onboard implemented procedures. Viable, structured, safe systems such as permit
to work, risk assessments, garbage management, pollution prevention shall be required.
ISM-compliant vessels on-hire to Dubai Petroleum shall be required to demonstrate
satisfactory, ongoing support in safety management matters from the DPA within the company.
Vessels and Vessel Operators in possession of interim ISM certification shall be subject to
additional scrutiny by Dubai Petroleum to ensure that implementation of the SMS has been
achieved to an acceptable degree. Furthermore, vessels with successive interim SMS
certification should be viewed with caution.
It is a Dubai Petroleum requirement that vessels to which the ISM Code does not apply (i.e.
non- SOLAS vessels) shall nevertheless operate with an appropriate, effective and structured
SMS that shall be properly documented and be subject to audit by Dubai Petroleum. It shall be
approved by Dubai Petroleum before the vessel is accepted on-hire. Furthermore, these same
vessels to which the ISPS Code also does not apply, shall be subject to assessment of
suitability with regard to onboard security arrangements and any deficiencies.
2.9.2 Non-SOLAS Vessels

In general non-SOLAS vessels include ships below 500 GRT with some specific exceptions,
all types/sizes of vessel not engaged on international voyages and other floating craft such as
non- self-propelled drilling rigs and barges.
Crew boats are usually not SOLAS vessels and are also usually neither classified as passenger
vessels. This means that additional levels of scrutiny from the Flag Administration so required
under SOLAS for other vessels may not necessarily have been conducted. Therefore, the
importance of thorough inspection and subsequent continuous monitoring of non-SOLAS
vessels cannot be overstressed (see also 7.2 concerning safety requirements for crew boats).
All non-SOLAS vessels hired by Dubai Petroleum shall as far as practicable be required to
meet SOLAS standards for life saving appliances, fire-fighting equipment and systems, plus
security considerations. Such vessels shall be required to show an inspection report issued by
an IACS Classification Society, within the current certification year, which details all life-saving
and firefighting equipment installed onboard. This requirement may be in addition to any
laid down by the Administration of the vessel.
Non-SOLAS vessels coming on-hire may be required to apply specific enhancements to
their onboard safety equipment arrangements to meet the standards of Dubai Petroleum.
2.9.3 Stability
All vessels chartered by Dubai Petroleum shall be in possession of a class-approved intact
stability book, written in a language understood by the Master and officers.
All vessels chartered by Dubai Petroleum shall have permanent Load Line markings clearly
visible on the ship’s side and in accordance with the valid Load Line Certificate issued to
the ship.
It is the responsibility of the Master to ensure that the vessel always has adequate stability
and at least complies with the minimum requirements of the International Convention on Load
Lines,1966, at all stages of operations.
Due regard shall be taken of the possible reduction of stability due to the retention of
water within various types of cargo, discharge of bottom weight at sea or any other factor
that may adversely influence the stability of the vessel. Moreover, in the case of
multifunctional OSV’s there are important implications for stability configurations depending on
the task being carried out (see 8.1.5, 8.1.6).
The Master has the authority to cease or modify an operation if he is of the opinion that it may
compromise the stability of the vessel to the extent that the minimum requirements cannot
be met at all times.
2.9.4 Watertight Integrity

All vessels chartered by Dubai Petroleum shall have effective watertight integrity provisions
fully implemented onboard. All critical watertight openings shall be properly marked and their
opening regime fully controlled. As well as practical implementation, there shall be procedural
measures detailed in the SMS of the vessel.
2.9.5 Training & Competencies
2.9.5.1 Certification of Ships’ Officers & Evidence of Experience

Ship Operators with vessels on charter to Dubai Petroleum shall be required to show
full evidence that officers and crew members are both fully qualified and that they have the
necessary experience to fulfill their roles. The requirements of STCW shall be fully met.
Ship Operators shall send copies of officers’ certificates of competency (deck & engine-
room) together with curriculum vitae for each officer to the Port Captain for his
approval. Communication shall normally be conducted by e-mail and the Logistics Marine
Superintendent may also decide to co-ordinate this with the offshore Port Captain as required.
During this process the original certification shall be made available to the Logistics Marine
Superintendent.
2.9.5.2 Training of Vessel Crew

Evidence shall be required from vessel operators to demonstrate that all crew members have
received sufficient and appropriate training to conduct their work as Dubai Petroleum insists
that all employees and contractors shall be asked to perform only those tasks for which they
are properly prepared. There is no specific reporting form for this requirement and Dubai
Petroleum will accept any suitable format. This information shall be required on a monthly basis
from vessel operators.
2.9.5.3 Vessel Monthly Safety Briefings

The officers and crew of each vessel on charter to Dubai Petroleum shall undergo a monthly
safety briefing that will be scheduled at JAOSB Jetty Office or offshore by the Port Captain
or Rig Representative, as appropriate. The prior-chosen subject matter of these meetings shall
consist of a minimum of two topics and where appropriate shall relate to current operations as
well as other matters. These meetings shall also be a deliberate vehicle to create a
forum whereby personnel may express concerns and ideas related to on-the-job safety. Such
feedback shall be actively encouraged.
Vessel Safety Briefings shall be minuted and a record of the attendees retained by the Master
to be available for SMS audits and to the Logistics Marine Superintendent as required.
2.9.5.4 Daily ‘Tailgate’ Safety Meetings and ‘Toolbox Talks’

Tailgate Safety Meetings shall be conducted in the JAOSB Jetty Office each morning (seven
days a week) at a designated time in order to highlight and discuss the day’s work and relevant
safety issues, review of STAR cards and discuss any incidents/accidents.
‘Toolbox Talks’ shall also be conducted with individual work teams as part of the permit
to work regime.
2.9.6 Quality of Chartered Vessels
2.9.6.1 Dubai Petroleum Vessel Audit Procedures

Prior to taking a vessel on charter, the process described in 2.8.1 shall be followed. An
assessment of marine competence of the vessel crew and of the vessel’s Operator shall also
be included in this process and the ‘on-hire’ process shall not be completed unless this
requirement is satisfactory completed.
For long-term charters, these inspections shall be repeated on a bi-annual basis or whenever
the Port Captain has reason for such a requirement (see Appendix B).
2.9.6.2 Quarterly Inspections

A quarterly inspection shall be completed in each vessel on long-term hire to DPE, in
accordance with the check list in Appendix B). This should demonstrate that the vessel
remains in compliance with Dubai Petroleum’s requirements and shall also provide an up to
date status report on any identified non-compliance issues. The Logistics Marine
Superintendent shall use this information as required in his communication with the Vessel
Operator.
2.9.6.3 Vessel Health & Hygiene Requirements

Vessels shall comply with the WHO “Guide to Ship Sanitation” and shall carry a copy of
the latest edition onboard.
The Logistics Marine Superintendent shall ensure that each vessel be subject to a hygiene
inspection at least quarterly utilizing the Dubai Petroleum Hygiene Inspection Report (see
Appendix B). Moreover, there shall be particular attention paid to food preparation and handling
onboard the ship
Each vessel shall be required to be in compliance with the IMO “Code on Noise Levels on
board Ships, 1982”.
Any deficiencies shall be rectified immediately and also reported directly to the Vessel
Operator.
2.9.6.4 Quality of Potable Water

Potable water standards must be continuously maintained onboard all vessels as laid down
by the International Health Regulations, 1969, as revised in 2005. The requirements are
contained in the WHO “Guide to Ship Sanitation” which is the international reference instrument.
For offshore supply vessels there are added implications, since use of this potable water is not
only for the ship but also for offshore units that shall be supplied by the concerned vessel.
There are additionally introduced points of risk because of the unavoidable processes of
handling and transfer needed to deliver the water to the end-user offshore. These should
therefore be properly identified and managed accordingly.
All vessels that supply potable water to Dubai Petroleum’s offshore units and facilities shall
also comply with the MSF “Guidelines for the Carriage of Potable Water for Supply to Offshore
Locations” and shall carry a copy of the latest issue onboard.
The location and design of exclusive potable water tanks onboard ships are subject to stringent
construction requirements and in this respect this underlines the importance of shipbuilding
specifications being strictly in accordance with reputable class rules. Furthermore,
modifications to tank systems and pipe runs must be properly approved so as to eliminate
any chances of cross contamination.
The existence of non-potable water onboard – for instance drill water (even if in practice
that water has been loaded from the same source on the jetty) is also a potential risk that must
be mitigated by procedures, physical design and segregation of pipe systems and tanks with
cross connections to potable systems.
Deck crew personnel also require basic awareness training when handling potable water
hoses in order to prevent contamination due to carelessness.
The sampling regime of Potable Water shall be in accordance with the MSF
Guidelines.
2.9.6.5 Potable Water Tanks, Pipe Work, Pumps & Hoses

The onboard planned maintenance routine for potable water tanks shall strictly follow the
requirements detailed in the MSF Guidelines and shall be audited under the ISM Code. For
vessels below 500GT that may not be ISM-compliant, the Logistics Marine Superintendent shall
specifically check that compliance in this respect has been met (see also 2.9.1 and 2.9.2).
Masters shall ensure that onboard potable water tanks, pumps and hoses are solely reserved
for that purpose and that each tank shall be opened up, emptied, inspected and the internals
maintained at least once per year.
Potable water tank cleaning procedures shall include all of the following and in this
order:
• Tank should be physically clean;
• Tank coating shall be ‘touched up’ as necessary;
• Tank shall be filled with a solution of super-chlorinated water at concentration of
50ppm and left for a minimum period of 4 hours;
• Tank shall be discharged completely;
• Tank shall be flushed with clean, potable water;
• Tank shall be discharged completely;
• Tank shall be filled with potable water in readiness for delivery.
• All potable water pumps and pipe work should be flushed-through with super-
chlorinated water and then with clean potable water for at least 2 minutes prior to
filling of the tanks.
• Dedicated hoses shall be stored in such a way to avoid contamination and should
be properly flushed with clean potable water prior to use. Onshore hoses and stand
pipes shall be similarly treated. In addition, they shall be subjected to a weekly
cleaning regime.
• Hoses shall be regularly inspected for damage and potential ingress of
contamination.
2.9.7 Vessel Crew Instructions
2.9.7.1 Substance Abuse

The term “Substance” includes alcohol, controlled substances, illegal drugs, prescribed and
over the counter medication and any other substance that may be inhaled, injected, ingested
or otherwise introduced into the body that may alter an individual’s mood, perception,
coordination, response, performance or judgment. All crews are required to comply with the
‘substance abuse policy’ while their vessel is on-hire to Dubai Petroleum. This also applies
when the vessel is alongside the Dubai Petroleum jetty at JAOSB. Copies of the policy that
defines substances, limits, testing etc. can be obtained from the Jetty Office at JAOSB. Copies
of the policy must be displayed on the main notice board of the vessel for the duration of hire.
2.9.7.2 Prohibited Items

The following provides a list of prohibited items offshore. All vessel crew members should
fully understand and comply with this:-

PROHIBITED ITEMS (Offshore)
Alcohol Flammable Liquids, solid or gasses
Drugs (see also ‘Prescription Medication – 5.14) Magnetic Materials
Weapons Cameras / Videos Cameras
Poisonous Material Single action lighters
All kinds of explosive material “Strike Anywhere” matches
Chemicals Cans / Cylinders under pressure
Wet batteries Live animals
Radioactive material Pornographic material
In any case of doubt the Master must consult and clarify with the Logistics Marine
Superintendent / Port Captain.
2.9.7.3 Prescription Medication

While some medications do not impair the ability of a person to perform their duties,
others cause significant adverse effects. This not only affects the safety of the individual, but
also the safety of others at the work site.
All personnel working onboard a Dubai Petroleum offshore facility (including drilling rigs,
chartered vessels and construction barges) or at JAOSB workshop, are required to inform the
Medical Department (Clinic Physician or site medic) and obtain approval in advance of any
prescription or any other medication is being used on site.
2.9.7.4 Smoking Policy

Dubai Petroleum has a strict smoking policy for the protection of employees and contractors
as well as its assets and therefore requires strict adherence to the following:-
• Smoking is not permitted on the open deck of a vessel when within 300 feet of a Dubai
Petroleum platform or while alongside at Jebel Ali;
• The internal space of either a crew boat or supply vessel that has been designated for
passengers, plus any adjacent areas susceptible to smoke contamination, shall be
declared “smoke free” whenever a vessel transports Dubai Petroleum team members
(employees and contractors);
• Smoking may be allowed on the upper deck (subject to approval by the vessel
Operator) but only where it has no appreciable effect on passengers and in an area
deemed safe by the Master and in accordance with the Operator’s own policy. These
smoking areas should be provided with metal ashtrays and/or sand trays or other
suitable receptacles.
2.9.7.5 Fishing within Dubai Petroleum Fields

Fishing is not permitted from any Dubai Petroleum installation or from vessels within
the restricted zone. This is primarily for protection of divers, specifically from nylon
monofilament line, to reduce first aid cases associated with fishing hooks, protection of subsea
equipment and the unnecessary tying up of boats to the platforms. Fishing is also prohibited
from vessels while alongside at Jebel Ali.
2.9.7.6 Recreational Swimming

Recreational swimming is forbidden at Dubai Petroleum’s offshore assets and at Jebel Ali
Port.

2.9.7.7 Personal Mobile Phones
Dubai Petroleum Establishment will now permit mobile phones fitted with cameras to be carried
on board DPE operated vessels offshore – this is a security privilege granted to all offshore
employees and vessel crews, subject to the following conditions;
• Offshore crew changes - all phones are to be declared at the Dubai Petroleum Heliport
for segregated transport on the aircraft;
• Any photographs or videos taken offshore and posted on social media shall result in
severe disciplinary action;
• If photographs need to be taken for business/operational purposes then prior approval
must be granted from the relevant OIM or Jetty Office (JAOSB).
It should be noted that any breach of the above privilege conditions-taking/posting
unauthorised photos or video will be treated as GROSS MISCONDUCT and result in
STRICT DISCIPLINARY ACTION and IMMEDIATE TERMINATION OF EMPLOYMENT.
2.9.7.8 Facial Hair

All permanent Dubai Petroleum and contractor personnel that work offshore shall have clean-
shaven faces in the area of the BA mask seal. Any visitor that comes offshore to work on the
facilities (excluding the Living Quarters area) or outlying field area shall be clean shaven in the
area of the mask seal. All other visitors that are escorted are exempt.
2.9.7.9 Fatigue Onboard Vessel

Dubai Petroleum requires all vessels to comply with the requirements of the STCW
Code: Section A-VIII/I. All vessels chartered by Dubai Petroleum shall be required to
demonstrate that their Safety Management Systems properly address the issue of fatigue and
that accurate records of hours of work carried out are properly maintained onboard (see 2.9.1
regarding safety management systems).
2.9.7.10 Avoiding ‘Line of Fire’

Vessel crews are expected to adopt a proactive, ‘common sense’ approach to working,
particularly concerning hazardous operations. Individuals should avoid remaining close to
hazards – i.e. not remaining in the ‘line of fire’. Examples of such being systems under pressure,
wires under tension, beneath crane lifts etc.
2.9.8 Environmental Management
2.9.8.1 Requirements for Vessels

All vessels that operate on charter to Dubai Petroleum shall be expected to exceed minimum
mandatory requirements incumbent on them by the various international Conventions and
Codes related to the operation of ships according to size, type and operating area.
Of these, in practical terms, the MARPOL Convention requires day-to-day compliance

regarding onboard procedures concerned with all kinds of pollution across all types of vessel
and is therefore the primary regulatory instrument concerned with environmental management
on ships. Compliance with MARPOL requires various mandatory onboard documentation and
certification.
There are six MARPOL Annexes that specify the respective regulations for prevention of
pollution. These are:
• Annex I: Prevention of pollution by oil;
• Annex II: Prevention of pollution by noxious liquid substances in bulk;
• Annex III: Prevention of pollution by harmful substances in packaged form;
• Annex IV: Prevention of pollution by sewage from ships;
• Annex V: Prevention of pollution by garbage from ships;
• Annex VI: Prevention of air pollution from ships.
Of equal importance and concerned with selective elements that affect the environment, are
the Ballast Water and the Anti-Fouling Conventions both of which also require onboard
documentation and certification.
2.9.8.2 Waste Management – Vessels

All vessels that operate on charter to Dubai Petroleum shall be required to operate a Garbage
Management Plan if so required by Flag and by IMO requirements that state that all ships of
400
GRT and above and all ships certified to carry more than 15 persons shall have implemented
such a plan onboard and shall carry a garbage record book in which each garbage disposal
operation shall be fully recorded. In addition, every ship of more than 12 meters in length shall
display placards to notify all persons onboard of the garbage disposal requirements onboard
that ship.
However, the IMO allows a waiver on compliance (if the Flag Administration so permits) for any
ship engaged on voyages of one hour or less in duration that is certified to carry 15 or
more persons and also fixed or floating platforms while engaged in exploration and the
exploitation of the seabed. If such dispensation has been granted by the respective
Administration it shall not apply while that vessel is on charter to Dubai Petroleum.
Moreover, these vessels shall be required to comply with the garbage management procedures
detailed in the following paragraph.
Notwithstanding the requirements incumbent on a ship under its Flag and international
regulations, in order to comply with “Dubai Petroleum Waste Management Guidelines”, all field
vessels are required to comply with the waste segregation requirements detailed below
(2.9.8.4) and also to ensure that ISO 14001 commitments are met.
2.9.8.3 Dubai Petroleum - ISO 14001

ISO 14001 requires all assets of Dubai Petroleum to demonstrate the following:
• The implementation, maintenance and continuous improvement of the environmental
management system;
• Conformance with its own stated environmental policy;
• Compliance with all applicable environmental laws and regulations;
• Certification of its environmental management system by an external third party
organization;
• Self-determination of conformance.
2.9.8.4 Dubai Petroleum – Waste Segregation Requirements

Dubai Petroleum has classified waste into two main categories HAZARDOUS & NON-
HAZARDOUS. The HSE Department has promulgated lists of typical types of content.
Should any waste be generated that is not covered by the lists, advice should be sought
via JAOSB Jetty Master or the Offshore Health and Safety Advisor, as appropriate.
All waste bags generated by a vessel shall be individually tagged with a red or green
label (provided by Dubai Petroleum) to denote hazardous or non-hazardous waste respectively.
In addition, all hazardous waste shall also have a Waste Identification Label to further classify
the type of waste using the format shown in the Appendix.
Any hazardous waste categorized as ‘Dangerous goods’ shall fall within the requirements of
the
IMDG Code and Chapter VII of SOLAS and the stringent procedures detailed in 4.2.9 will
apply.
2.9.8.5 Oil Spill Response

The Corporate Plan for response to an oil spill resulting from operations from Dubai Petroleum’s
assets offshore in the Arabian Gulf and at JAOSB, is contained in the Dubai Petroleum “Oil
Spill Emergency Plan” (Document No: DP-HSE-00066).
In the first instance, response to a spillage incident shall be in accordance with the onboard
SOPEP (shipboard oil pollution emergency plan: mandatory for tankers over 150 GT and other
vessels over 400T). Smaller vessels that do not carry a Flag-approved SOPEP might be
required to have simplified onboard response procedures in place prior to being on-hire with
Dubai Petroleum.
SOPEP lockers onboard vessels shall be regularly checked to ensure that they contain the
required equipment that must be designated as exclusive to oil spill response, not to be used
for any other purpose.
2.9.8.6 Noxious Liquid Incidents

Response to a spillage incident shall be in accordance with the onboard SMPEP (shipboard
marine pollution emergency plan). This emergency plan is a statutory requirement for all
vessels that are certificated to carry noxious liquids in bulk and is a combination of the mitigation
procedures for both oil and noxious liquid spillages.
2.9.9 Field/Shore base Information & General Instructions
2.9.9.1 Fateh Offshore Terminal – General Description

Fateh Marine Terminal provides marine support for the crude oil production and export facilities
for Dubai Petroleum’s Fateh, S.W. Fateh, Falah, Rashid and Jalilah Fields. These include one
FSU and two SPM’s (see 3.1.1).
An area to the east of Fateh (see 3.1.3 for co-ordinates) has been designated as an anchorage
where queued tankers and other vessels with business at the offshore installations may wait.
In addition to frequent tanker traffic in the area, other movements include offshore supply
vessels, crew boats, tugs, drilling rigs and so on. There may also be operationally-
specific vessels such as construction barges and survey vessels.
Field Information required by vessels operating within the Fateh Field is supplied to vessels by
the Jetty Master at JAOSB.
There are no customs or immigration formalities at Fateh Terminal and although ships’ agents
(in Dubai) may be contacted by e-mail/telephone, they are not allowed access to vessels at the
Terminal. Furthermore, bunkers and freshwater are not available at the Terminal and facilities
do not exist for storage, shore-leave or crew changes. Medical assistance will be provided only
for emergency cases. Facilities for dirty ballast or slops are also not available at Fateh.
Fateh Terminal is also accessed by helicopter traffic that is routed as required to the installation
heliport, any other helipads on outlying structures, and to any vessels in the Field that may be
equipped with a certified helipad.
The ISPS Code is applicable to Fateh Marine Terminal that for this requirement consists of the
anchorage and both SPMs since from here vessels are handled to and from international
voyages (see 2.8.6).
2.9.10 Jebel Ali Operations Supply Base (JAOSB) – General Description
The offshore assets of Dubai Petroleum are served by JAOSB to provide transport, marine,
materials, waste management and maintenance support.
The base is located at the North end of Jebel Ali Port, close to Gate 8 and directly opposite to
Oilfields Supply Center (OSC). It comprises a site of approx. 70 acres that includes warehouses
(10,590 m³), workshops (3158 m³), jetty (370 m), open storage yard (46,450 m³) and helicopter
landing area.
The jetty is part of Jebel Ali Port Quay no.8 and comprises berths 56A to D. Silos containing
dry drilling bulk are located near A and B berths and loading connections for liquid bulk (brine,
liquid mud etc.) are located at berth D these substances having been pumped from their (third
party) storage external to JAOSB at Berth 57. Some of these pumped substances are
categorized as ‘noxious liquids’ and all applicable regulatory safety restrictions shall be
observed whenever vessels at JAOSB load or discharge them.
The ISPS Code is applicable to JAOSB as defined in the approved PFSP. A designated PFSO
has been appointed (see 2.8.6). The security arrangements at JAOSB also conform to the
requirements of Jebel Ali PFSP, as implemented by the PFSO of Jebel Ali Port.
This reporting requirement concerns any incident or accident resulting in injury, ill health, fire
and property damage, accidental discharge to the environment or a near miss and also applies
to vessels on-hire to Dubai Petroleum.
For vessels, in the first instance verbal reports shall be made by radio or telephone to
Fateh Radio Room, SWF Radio Room or the Jetty Master at JAOSB, as applicable to the
location.
Depending on the severity or potential consequences of the event, the OIM/Port
Captain/Logistics Marine Superintendent shall be informed and the appropriate emergency
procedure shall be initiated as required.
Masters shall ensure that accurate records are maintained concerning all incidents that shall
include if necessary, witness statements, photographs, etc.
If requested, Masters and any witnesses shall provide the OIM/Port Captain with a statement
of facts as soon as practicable after the event and shall assist in any ensuing investigation into
the incident should this be deemed necessary by the management of Dubai Petroleum.
Further information on incident reporting can be obtained from the HSE Department.
2.9.11 Fateh/SW Fateh Mooring Buoy Procedures

Within the boundaries of Dubai Petroleum’s offshore field, temporary and permanent moorings
are positioned for differing operational reasons.
All buoys are typically 8′ steel drum type surmounted with a ‘T’ piece and painted yellow.
They are secured by either a 25T concrete block or embedded pile with a 250′ x 2″ pennant
wire.
Some of these moorings are provided for sub-sea maintenance purposes and may be
in proximity to sensitive pipelines or other sub-sea assets and because of this,
unauthorized vessels are not permitted to use these special moorings.
All vessels requiring to secure to an in-field mooring buoy must therefore request and receive
explicit permission through the relevant Field Radio Room and Port Captain. This shall ensure
that the correct buoy is used. If in any doubt whatsoever, the vessel must not secure to a buoy
until the situation has been clarified.
In addition, vessels that intend using an in-field mooring shall secure by the bow and bow
thrusters (if fitted) shall not be used whilst the vessel is maneuvering to take the pick-up rope.
Stern-to mooring is not permitted except by Field Maintenance Vessels with a valid operational
reason to do so.
2.9.12 500 Metre Safety Zone Requirements

A Dubai Petroleum 500 metre zone checklist (see Appendix B) shall be completed prior to each
time a vessel enters Dubai Petroleum’s Offshore Fields and JAOSB. Completion shall
be logged and communicated to the Radio Room offshore or the Jetty Office.
Navigation restrictions shall be promulgated to all vessels and other concerned parties by
the Port Captain. Notification shall be made by radio that shall require verbal acknowledgement
by each Master and when applicable, the information shall be also issued in the form of a ‘Port
Captain Standing Instruction’.
2.9.13 ‘Standby Time’ & ‘Down Time’ of Vessels in the Field

Masters shall ensure that time spent on ‘standby’ and ‘down time’ is accurately recorded
and whenever possible discussed with the Port Captain before the vessel departs the Field and
the voyage report is submitted. This is of particular importance where ‘down-time’ is due to
causes/deficiencies onboard the vessel. This recorded information must be clearly described
in the format prescribed by the Logistics Marine Superintendent.
‘Standby-time’ may be due to a number of reasons such as waiting on weather/sea conditions,
meal breaks onboard the installation, radio silence and the installation not ready/able to
work due to other operational activities.
2.9.14 Vessels on Maintenance & Down Time (JAOSB)

Vessels on monthly maintenance or on ‘down time’ shall not normally be permitted to remain
at JAOSB. However, in certain circumstances with approval from the Base Manager,
exceptions may be granted on a case-to-case basis.
2.9.15 Communications
2.9.15.1 Communications & Navigation Equipment provided by Dubai Petroleum

Prior to any vessel entering service with Dubai Petroleum, additional Field-specific
equipment to enable safe operation of the vessel within the Asset will be provided.
Usually such equipment will comprise of Dubai Petroleum radios, both VHF and UHF
including hand-held, relevant field charts for safe navigation, tide-tables, copies of the HSE
Standards and this Marine Operations Procedures Manual.
Any vessel chartered by Dubai Petroleum shall be fitted with fixed radio equipment capable of
transmitting and receiving on the VHF Channels 1-5, as listed in Appendix B.
In addition the vessel shall be outfitted with GSM fax capability as well as AIS, irrespective of
international requirements.
2.9.15.2 Communications Procedures

Effective communications between the Master, the installation staff and the deck crew are
vital for safety. For this reason adequate numbers of key personnel should be proficient
in the English language. Only the English language should be used on the radio during
operations to avoid hazardous confusion.
All vessels operating for Dubai Petroleum will maintain listening watch on VHF Private Channel
2 (‘P2’) at all times.
VHF contact with the appropriate Radio Room shall be made by the vessel/unit as soon as it
comes within range.
It is the responsibility of all vessels Masters to report to “Fateh Radio Room by Dubai Petroleum
VHF Private Channel 2, prior to entering or departing Dubai Petroleum Offshore Oil Field areas.
Fateh Radio Room is manned 24 hrs. The Dubai Petroleum field limit area is within the triangle
marked by the following co-ordinates.
A.) 25 38.2N, 54 05.4E B.) 25 40.5N, 54 30.6E C.) 25 15.6N 54 30.5E
Communications arrangements (radio and mobile/satellite telephone) for Fateh Field and
JAOSB are detailed in the tables shown in Appendix B. Important contact numbers are also
included in the Appendix.
2.9.16 Anchor Watch

Once any vessel/unit has anchored, an efficient watch must be kept on the mooring system(s),
and any sign of dragging must be reported immediately to the designated Radio Room and,
where appropriate, the Port Captain.
For ‘anchor spreads’, regular checks of anchor line tensions (peak and average) plus weather
conditions must be recorded with particular attention to setting up and departure.
2.9.17 Berthing at JAOSB

Masters of vessels on charter to Dubai Petroleum shall, when at JAOSB, ensure that adequate
mooring ropes are utilized in port. This shall normally consist of two head/stern lines and
forward/aft springs. Each vessel shall have the capability to ‘double up’ should the need arise.
2.9.18 Weather Deterioration – Onboard Measures

Masters of all vessels on charter to Dubai Petroleum shall ensure that onboard securing
arrangements for adverse weather are implemented in good time prior to onset of weather
deterioration.
This is particularly important with respect to activities that carry greater danger as ship
movement increases such as opening/closing of watertight doors and hatches.
Good preparation for adverse weather shall in part be achieved by ensuring that vessels
are properly secured for sea on departure from port with particular attention to proper stowage
of equipment, lashing of cargo and watertight integrity of the vessel (see 4.2.16).
2.9.19 Running for Shelter

It is the duty of each Master to safeguard his vessel, crew and cargo against all dangers and
this is underpinned by the unquestionable principle of the Master’s ‘overriding authority’. This
notwithstanding, it is also incumbent on Masters to ensure there is a responsible, professional
acceptance of the uncomfortable aspects of adverse weather and that before any decision
to ‘run for shelter’ be determined, the Port Captain shall always be consulted prior to
departure from the Field. Furthermore, the following shall have been properly considered:
• Is cargo/equipment properly secured to company, client and international
requirements?
• Has the watertight integrity of the vessel been addressed?
• Is there adequate shelter within the lee of nearby land;
• In the event that it is decided to enter port to shelter, have adequate deck log entries
been recorded to satisfactorily justify the decision?

2.9.20 Conduct of Navigation in proximity to Offshore Installations
The irregularities and the predominance of overhangs at offshore installations shall necessitate
particular caution by Masters during close-quarters maneuvering. All field vessels shall
maneuver at slow speed while close to structures, particularly when approaching boat landings.
This requirement shall not be weather dependent and shall apply even in the best of conditions.
Distraction on the bridge of the vessel must always be minimal and sole control by the conning/
maneuvering officer during approach or departure is an important requirement. Unless
unavoidable, complete handovers shall only be conducted when a departing vessel is well
clear of any structures and while alongside when the following requirements have been met:
• The vessel shall be fully under control and steady;
• When the positional characteristics of the vessel in relation to adjacent structures and
operations, dangers, weather, sea and tide are fully understood by the relieving officer
after full discussion with the off-going officer;
• When immediate operational requirements have been determined, discussed and
understood by the relieving officer;
• When the relieving officer is fully satisfied and confident to take control of the vessel.
Vessels with high masts or other obstructive design features shall always maintain an ‘open-
angle’ between the bow and platform overhangs, regardless of weather and tidal conditions. In
the event this is not possible, the Master shall bring the matter to the attention of the
Port Captain prior to any attempted maneuver so that a formal risk assessment may be
conducted.
2.9.21 Personnel Transfers

The primary means for crew change of personnel to Dubai Petroleum offshore assets is by
helicopter and a description of those operations is outside the scope of these procedures.
However, crew boats are also used to transport personnel by sea and different methods of
transfer may be utilized between the units concerned.
Personnel transfers are regulated by stringent requirements and the conduct of these
operations is detailed in Section 6 of these procedures.
The industry reference for personnel transfers is IMCA document: IMCA SEL 025, IMCA M 202
dated March 2010 – “Guidance on the Transfer of Personnel to and from Offshore Vessels”.
2.9.22 Vessel Consumables

Throughout the time that a vessel remains on charter to Dubai Petroleum it shall be necessary
for the Master shall keep an account of the vessel’s consumables that are owned by Dubai
Petroleum as agreed in the contract with the Vessel Operator. These details shall be passed
to the JAOSB together with Daily fuel and water figures.
2.9.23 Hot Work Permit at JAOSB

Masters wishing to conduct hot work onboard their vessels while at JAOSB shall request
approval at least 24 hours prior to the intended commencement of the work. This notice is
required to facilitate the mandatory attendance of a DPW inspector to certify that the vessel is
fit to conduct the work. All hot work permits shall receive final approval by the Base Manager,
JAOSB. This approval may be delegated to the Jetty Master, if the Base Manager is absent.
Visitors to vessels at JAOSB shall be required to follow the security protocols in place at JAOSB
and must also wear the required PPE while in the jetty area. Visitors not in compliance
with these requirements shall not be permitted to board vessels, irrespective of any seniority
within the vessel operating company.
2.9.24 Fumigation
To prevent infestation occurring, Dubai Petroleum requires all marine vessels to be treated
every three months. Furthermore each vessel shall have the required certification under the
requirements of the International Health Regulations, 2005. This would be either a valid Ship
Sanitation Control Certificate (SSCC) or an Exemption Certificate (SSCEC).
These certificates replace the former ‘de-ratting’ certification that is no longer issued. The
SSCEC is issued when at the time of inspection there are no signs of animal disease vectors
(rodents and mosquitos), reservoirs, or unwell humans onboard the ship. The SSCC is issued
when at the time of inspection there are signs of animal disease vectors etc. or if the
certification of ship facilities is invalid, out-of-date or out-of-order. Any control measures to
be carried out shall be specified on the SSCC and should be completed within the 6
month validity period of the certificate.
3. Tanker Operations
3.1 Tanker Operations at Fateh Terminal
3.1.1 Oil Export Facilities

These consist of three underwater storage khazzans, a floating storage unit (FSU) and two
conventional CALM single point moorings (SPM). Tankers are queued at the anchorage to the
east of Fateh (see 3.1.3).
Oil loaded at Fateh Terminal is Dubai Stabilized Crude with an average API of approximately
30.0. The loading temperature varies between 90 deg. F. during winter months and 105 deg.
F. in the summer. The oil is relatively free of sediment and low in wax and asphaltenes.
3.1.2 Tanker Approval Procedure

Dubai Petroleum is a subscriber to the ‘Ship Inspection Report’ (SIRE) system that is provided
by OCIMF and the substance of the SIRE report on a particular tanker shall be a major
determining factor in the approval process to permit the vessel to enter a Dubai Petroleum-
operated facility.
No tanker shall be considered for acceptance unless the latest SIRE report has been
scrutinized by the Facility Port Captain. Furthermore, any tanker without a SIRE report
must undergo a SIRE inspection to be considered for acceptance.
The following procedures shall be followed:
• The Dubai Co-coordinator will nominate a tanker.
The Port Captain shall enter the tanker into the SIRE database using the IMO Number.
• The Port Captain will study the SIRE report for outstanding, unresolved inspection
items.
• The Port Captain shall study any additional documentation submitted.
• The Port Captain shall verify that all ship’s certification is valid.
• The Port Captain shall also investigate the following:
• Change of Ownership/Operator during the past two years?
• Change of Flag Administration during the last two years?
• Change of Classification Society during the last two years?
• Any Port State Control (PSC) detention(s) during the past two years?
After favourable review of the SIRE report and if all ship’s certification is valid and if all answers
to the above questions are “no”, the vessel may be cleared.
If any ships certificates are found to be invalid the Owner/Operator shall be given the
opportunity to rectify the shortcoming. However, if this is not achieved quickly the tanker will
NOT be approved.
The answer “yes” to any or all of the above questions shall not necessarily disqualify a tanker.
However, such an answer to some or all of the questions shall require full clarification from the
Owner/Operator before the acceptance process is considered any further. If clarification is
satisfactory the tanker may then be considered acceptable. If clarification on any point is
unsatisfactory the tanker will NOT be approved under any circumstances.
In reviewing the answers to the questions asked, the Port Captain shall exercise his
professional discretion regarding the assessment of ‘technically acceptable’ or ‘not technically
acceptable’ since good, verifiable and valid reasons are certainly possible for change of Flag
and Class and change of ownership/operatorship should not necessarily be suspicious unless
there is evidence of lack of transparency. Moreover, PSC detentions may occur for
technicalities that might be disregarded by the Port Captain provided they have been properly
rectified prior to commencement of Dubai Petroleum’s vetting process.
3.1.3 Fateh Terminal Navigational Details

Fateh, S.W. Fateh, Falah, Rashid and Jalilah fields are bound by the co-ordinates based
upon British Admiralty Chart 2442.
Minimum water depth on the approaches to the Terminal is 36.5 meters with a tidal range of
1.8 meters and variable currents not exceeding 1 knot. The specific gravity of the seawater
is around 1.030.
The predominant wind direction is from the northwest with the most severe storms (shamals)
occurring between November and April.
Berthing of tankers is undertaken both by day and by night, weather permitting, and vessels
normally berth in order of arrival and/or nomination. It is a Dubai Petroleum Requirement
that within the area detailed above, a Mooring Master is compulsory for tankers visiting the
Terminal. A Mooring Master shall board vessels at either the Terminal anchorage or other
agreed location.
Unless otherwise instructed by the Port Captain, vessels will proceed to the anchorage
that is located immediately to the east of Fateh Terminal. This consists of a one-mile
radius circle centered by the co-ordinates:
Lat. 25° 36′ 30″ N. Long. 54° 31′ 30″ E. Two single point moorings (SPMs) are
located as follows:
SPM1: Lat. 25° 34′ 36″ N., Long. 54° 28′ 18″ E;
Bearing 242°, 2.83 NM from center of anchorage.
SPM2: Lat. 25° 35′ 12.6″ N., Long. 54° 24′ 36.6″ E;
Bearing 262°, 5.85 NM from center of anchorage.
3.1.4 Details of SPM 1

SPM 1 is located approximately 242 deg. 2.83 nm from the center of Fateh Anchorage in 45.7
meters/150 ft. water depth. The mooring connection is a standard OCIMF chafing chain for
vessels between 100,000 and 350,000 tonnes dwt. Hose connections are two 16 inch
strings with 150 ASA ‘camlock’ couplings. Ships’ derricks must be rigged to lift 15 tonnes. The
maximum loading rate on this berth is 60,000 bph and the berth is normally restricted to vessels
between 70,000 and 300,000 dwt, although vessels up to 350,000 dwt may be accepted during
summer months. The buoy is visible at night with a light flashing “U” every 30 seconds. It is
also fitted with a fog signal.
Double-hulled tankers and other vessels with reassigned load lines that incorporate segregated
ballast tanks (SBT) will only be accepted if their overall dimensions to not exceed those
of similar-sized conventional tankers.
3.1.5 Details of SPM 2

SPM 2 is located approximately 262 deg. 5.85 nm from the center of Fateh Anchorage in 45.7
meters/150 ft. water depth. The buoy is visible at night with a light flashing “U” every 30 seconds.
3.1.6 Charts
Navigation charts that cover the approaches to and the area of Fateh Terminal are as
follows:
• British Admiralty Nos. 2442, 2887, 2889 and 3413.
• US Hydrographic Office No. 3647.
3.1.7 Mandatory Terms & Conditions for Use of Fateh Terminal Facilities
Tankers that use Fateh Terminal shall do so in accordance with the current terms and
conditions issued by Dubai Petroleum that shall be provided to vessel operators prior to
arrival of the vessel. Masters shall be required to sign their understanding of the terms and
conditions.
The terms and conditions laid down by Dubai Petroleum for tankers to operate at Fateh
Terminal are explicit regarding the provision of the services of the Mooring Master. He shall
only be provided upon the express understanding that he becomes, for such purposes, the
servant of the owner/operator of the vessel and that Dubai Petroleum shall not be liable for any
damage or injury which may result from the advice or assistance given or made by such
Mooring Master while onboard or in vicinity of such vessel.
The tugs and/or launches that may assist in the berthing of the tanker shall be under the direct
control and supervision of the Mooring Master. Any service and/or facilities provided by Dubai
Petroleum including, but not limited to, the services of Mooring Masters, tugs and/or
launches and their crews, or berthing and loading equipment shall be at the tanker’s risk. The
provision of a Mooring Master, tug, launch or other services and facilities, shall not be
construed to be or give rise to a personal contract and Dubai Petroleum and any equipment,
manned or otherwise that it may provide, shall have the benefit of all exemptions from the
Limitations of Liability under English Law.
3.1.8 Communications with Tankers

Immediately a nomination for a tanker to load at Fateh Terminal is received, Dubai Petroleum
shall cable/telex/fax/e-mail to that tanker, details of the nomination, estimated loading A.P.I.
and temperature.
As soon as this information has been received, and in any case not later than 72 hours
before the estimated arrival time at Fateh Terminal, the vessel should cable/telex/fax/e-mail to
Dubai Petroleum the following information:
1. Name of tanker;
2. ETA in local (Abu Dhabi) time;
3. Quantity of cargo required in net barrels;
4. Maximum loading rate;
5. Deballasting time (if any);
6. Size of hose connections;
7. Whether vessel is proceeding to any port(s) prior to Fateh and if so, any
anticipated delays;
8. Whether vessel is equipped with an OCIMF-approved SPM/mooring chain stopper;
9. Sailing draft and displacement;
10. Inert gas system status;
11. ISPS Level of Security implemented onboard.
1 and 2 above should be presented 24 hours and again 12 hours prior to the arrival time of the
tanker at Fateh Terminal and at any other time should the ETA change significantly. Vessels
loading 1.5 MB or more should additionally advise the Terminal of their ETA ten and five days
prior to arrival.
It should be stressed that failure to provide sufficient and accurate details of arrival time as
previously detailed may adversely affect the berthing order of the tanker concerned.
The PFSO for Fateh Oil Terminal shall respond to the tanker with any specific information
regarding ISPS matters.
When the tanker is about 60 miles from Fateh, its Master should contact ‘Fateh Terminal’
on VHF channel 16 to establish a working channel (Ch.12). The latest ETA of the vessel should
be advised and communications on this channel shall remain open until the Mooring Master
boards.
The Dubai Petroleum Mooring Master shall, after boarding, establish contact with the Terminal
Control Room by portable VHF/UHF handsets using ‘private’ channels. If communication using
these portable units fails, it shall be re-established using marine-band channels.
See 4.4.26 regarding frequencies and channels in use at Fateh Terminal.
3.1.9 Seaworthiness
All vessels that operate at a Dubai Petroleum facility shall be required to remain in a seaworthy
and maneuverable condition throughout their stay - engines must not be
disabled for any reason. Throughout all stages of loading and de-ballasting, tankers shall
keep their propellers fully immersed and must not permit a stern trim greater than 1.5% of their
overall length to develop.
Tankers that require deballasting prior to loading and are unable to meet the appropriate
draft and trim requirements will not be accepted.
3.1.10 Inert Gas Systems

Tankers that load at Fateh Terminal must be equipped with an inert gas system conforming to
applicable regulations in the SOLAS Convention. This system must be operable throughout the
vessel’s operations at Fateh Terminal. In the event that a defect occurs in the inert gas system,
the Mooring Master must be informed immediately and cessation of all loading operations is
mandatory until such time that the inert gas system is fully operational and the oxygen content
of the inert gas inside the ship’s tanks is within acceptable limits that is at all times the oxygen
content must be maintained at levels of 8 per cent or below. In the event that a prolonged
failure in this system occurs, the tanker shall be removed from the berth and its tanks monitored
by the ship’s crew to ensure that the correct atmosphere in the tanks is maintained.
Vessels without proper sampling points must maintain a positive pressure in the cargo tanks
at all times, particularly during cargo transfer, deballasting and cargo survey operations.
3.1.11 Mooring Equipment

Tankers that load at Fateh Terminal shall be equipped with satisfactory mooring equipment,
relevant to the size of the vessel, in accordance with the latest edition of OCIMF ‘Mooring
Equipment Guidelines.
3.1.12 Hose Connections
Tankers that load at Fateh Terminal shall be equipped with loading manifolds designed and
manufactured in accordance with the OCIMF “Standards for Ships’ Manifolds”. Flanges shall
be prepared to accept 16 inch 150 ASA connections. Cranes and rigging shall be certified not
less than 15 tonnes SWL.
3.1.13 Loading
The Fateh Terminal system dictates a minimum loading rate of 40,000 bph through two 16 inch
hoses. Vessels that cannot accept this loading rate, or two hoses, shall be considered
unsuitable for loading and be rejected.
Tankers at Fateh Terminal must be capable of loading, gauging and sampling in a closed
condition.
3.1.14 Tankers over Five Years Old

Vessels of age more than five years, other than MARPOL 73/78 Reg. 13F double-hull or
equivalent tankers must produce an Enhanced Survey Report file, if so requested.
3.1.15 Combination Carriers

Ore-Bulk-Oil (OBO) otherwise known as a ‘combination carrier’ is not utilized for loading at
Fateh Terminal hence will not be cleared to load at Fateh.
3.1.16 Tanker Crewing

Tankers that berth at Fateh Terminal shall be crewed by qualified personnel fully experienced
in tanker operations, and qualified in accordance with the vessel’s Minimum Safe Manning
Certificate. Moreover, composition of all crew onboard shall also comply with the Minimum Safe
Manning Certificate.
3.1.17 Periods of Rest

Personnel onboard tankers loading at Fateh Terminal shall be required to observe adequate
periods of rest as required by the STCW Code: Section A-VIII/I. IMO guidance on the mitigation
and management of vessel crew fatigue, as set out in MSC/Circ 1014 should also be followed.
Vessels that demonstrate an inability of the crew to operate safely and efficiently while at Fateh
Terminal, or if any other significant safety infringements occur, shall be removed from the berth.
See also 2.9.7.9, ‘Fatigue onboard Vessels’.
3.1.18 Hygiene, Cleanliness & Air Conditioning Requirements for Tankers

Tankers that berth at Fateh Terminal shall be in possession of a valid ‘Derat Exemption
Certificate’, plus evidence of any other anti-infestation documentation as appropriate.
Vessels must be pest-free and should any pest infestation become apparent, then the vessel
will not be accepted at Fateh Terminal.
Due to regional climatic conditions, tankers not equipped with an efficient, operational air-
conditioning system shall be considered to pose a threat to the conduct of safe loading
operations and will not be accepted at Fateh Terminal. Fans or forced air will not be accepted
as an alternative to air-conditioning.
Accommodation offered to Terminal personnel must be habitable, clean and hygienic.
3.1.19 Miscellaneous Requirements for Tankers at Fateh Marine Terminal

While berthed at Fateh Terminal or at the anchorage and in keeping with international protocol,
foreign flag vessels shall prominently display the flag of the United Arab Emirates in addition
to their own.
While berthed at Fateh Terminal or at the anchorage, vessels must comply with
the requirements of all relevant international Codes and Conventions.
3.1.20 Tanker Mooring Operations

The usual procedure for boarding a tanker is detailed in 7.16.3 with general information on
personnel transfers detailed in 7.11 to 7.15.
After boarding an inbound tanker, the Dubai Petroleum Mooring Master will advise the Master
of the vessel regarding the approaches to the particular SPM, mooring and unmooring
procedures and the connection and disconnection of hoses, plus all other operations within
the Terminal area. This shall include maneuvering operations but the Master or one of his
qualified deck officers must be on the bridge at all times while the ship is being maneuvered.
Tankers due for berthing shall have an accommodation ladder rigged on the port side such that
the lower platform be 5 meters (15 feet) above the water. Upon the approach of the pilot
launch/tug the tanker will provide a good lee on the port side. The port crane/derrick shall
also be rigged and manned, ready for use.
The Mooring Master and the Mooring Master Assistant (MMA) who will advise the deck crew
of the tanker during mooring and hose connection, will normally board vessels from the
berthing tug that also will serve as a standby safety vessel throughout the loading operation.
Immediately after the Mooring Master and MMA have boarded, the tug will proceed to the
port side crane area where hose connection equipment will be hoisted onboard. The following
equipment, provided by the tanker, shall be available and ready for use when the Mooring
Master boards:
1. 1x 10" mooring rope, situated forward; x 200m length;
2. 1x 10" floating polypropylene, mooring rope, situated aft; x 200m length;
3. 2x 30mm diameter messenger lines, situated forward x 100 meter length;
4. Wire strops and tools to include sledge hammer, crowbar and large fire axe. All the
equipment provided must be provided in good clean condition and working order.
When the approach to the terminal commences, the berthing tug shall be in close attendance.
At this time the mooring launch shall prepare the mooring then stand by at the SPM.
Since the approach to an SPM inevitably involves the mooring tanker passing close to platforms
and other structures, it is imperative that no loss of power or steering failure occurs during these
maneuvers. Masters shall be reminded of this fact prior to the operation so that every
precaution may be taken.
The mooring launch shall be positioned about 600 feet from the SPM with a 10 inch
circumference polypropylene pick-up rope secured to the main mooring that consists of one 18
inch circumference nylon rope connected to a standard OCIMF chafing chain and a 40 foot
by 3.5 inch circumference pick-up wire rope.
During the approach of the tanker towards the SPM, the ship’s crew, under advice from
the MMA shall prepare the forecastle for the mooring operation. This preparation shall include
passing a messenger rope through the center bow fairlead (or other fairlead designated by the
MMA) taking the end to the after port corner of the forecastle and, from this point, lowering the
end to the water. The mooring attachment shall also be prepared with bow stopper.
Upon the close approach of the bow of the tanker, the mooring launch shall maneuver
alongside the port shoulder and attach the mooring pick-up rope to the ship’s messenger and
pick-up rope, carefully taking up the slack as the tanker approaches the SPM. The mooring
launch shall now be stationed at the end of the floating hose string in order to tow the hoses
clear of the ship’s side, should this become necessary.

The pick-up rope should be continually hove in as the tanker nears the SPM. The distance
between the bow and the SPM must be continuously communicated to the Mooring Master
on the bridge by the MMA on the foc’sle and by the berthing tug. When the pick-up wire has
been brought inboard through the fairlead, it may be necessary to adjust the direction of
pull and assist the chain through the fairlead. Action required by the crew of the tanker in
this respect shall be advised by the MMA.
When the chain is inboard, depending on the method of attachment available, the connection
shall be made as soon as possible.
After the connection to the mooring is made, it may be necessary to run the tanker engines
astern to ensure that contact with the SPM is not made. The Mooring Master shall then advise
“Finished with engines” once the tug is made fast. However, at no time during the stay of the
tanker shall the main engine be immobilized.
Shortly after the mooring operation has been completed, the berthing tug shall be secured from
the stern of the tanker on a long ship’s rope, polypropylene if possible and at least 500 feet
(150 meters) in length.
While the vessel is moored to the SPM, one crew member, equipped with a ship’s hand-held
radio, must be stationed on the fo’c’sle. In the event that the tanker ‘closes’ the SPM (less
than
100 feet or 30 meters), the Officer of the Watch and the Mooring Master must be informed
immediately.
3.1.21 Hose Connection Procedures

Upon completion of the mooring operation, loading hoses shall be connected to the port
side manifold of the tanker that must have been prepared to accept 16” 150 lb ASA camlocks
prior to berthing. Hose connection shall be made by the ship’s crew who must be under the
direct supervision of a responsible deck officer at all times. The MMA shall advise on correct
procedures to be followed.
Normally two hoses shall be connected at SPM-1 and one hose at SPM-2, although for small
parcels, and at the discretion of the Mooring Master, a single hose may be connected.
Depending on the freeboard of the tanker, the weight of the hose to be hoisted could approach
15 tonnes (which is the minimum capacity requirement for port cranes on all tankers that call
at Fateh Terminal).
The mooring launch shall tow the end of the first hose to be hoisted (the forward hose) to
a position below the manifold area and connect the ship’s cargo runner hook to the hose
lifting wire. The hose shall then be slowly hoisted to a position above the main deck and the
snubbing chain (which is installed along the length of the top section of hose) shall be secured
to bitts, or pad eyes in way of the manifold by a short length of chain with a Blake’s stopper
(supplied by Dubai Petroleum) in such a way that the flange on the hose-end will closely align
with the required manifold flange. The hose-end will then be slowly lowered to the deck with
great care to ensure that no undue bending or kinking of the hose is caused. The blind flange
shall then be removed in order to enable the connection to the manifold to be made. The hose
should be free of oil, but sufficient drip-trays shall, nevertheless, be provided and placed in
position. The hose flange shall then be connected to the manifold using the ‘camlock’ coupling.
The second hose, if used, shall then be connected using the same procedure.
When the hoses are connected, the length between the manifold and the tanker rail shall
be supported from the ship’s crane using nylon webbing slings, ensuring that the
configuration of the hoses is imposing no undue strain on any part.
3.1.22 De-ballasting Operations
Since Fateh Terminal has no ballast reception or slop disposal facilities, only vessels fitted with
segregated ballast tanks (SBT) shall be accepted to load and vessels that arrive in ballast must
ensure that ballast water is clean and suitable for pumping directly to the sea, strictly in
compliance with the MARPOL Convention.
Vessels that arrive at Fateh Terminal with ballast water that is unsuitable to discharge to sea
will either not be accepted for loading or will be required to retain onboard that portion of
unsuitable ballast. In such a situation, Dubai Petroleum shall not be liable in any respect and
shall not entertain any claims for dead freight so caused.
Tankers should arrive at Fateh Terminal with sufficient segregated ballast to enable safe
and effective maneuvering of the ship. Loading procedures should be so arranged to allow for
concurrent loading operations and de-ballasting (if required). Dubai Petroleum shall not be
responsible for any retained contaminated ballast/free water or dead freight.
During all stages of de-ballasting and loading operations, tankers must always be capable of
maneuvering safely under their own power in the event of any emergency situation developing.
Dubai Petroleum’s Mooring Masters will not inspect cargo tanks of vessels prior to loading
operations, nor will they sign any certificates or statements attesting to the condition,
emptiness, cleanliness or suitability of cargo tanks for loading.
3.1.23 Loading Operations

All loading operations at Fateh Terminal are conducted using pumps, and vessel Masters
shall be warned of the consequences of closing or partially closing valves against the oil flow.
Such action could seriously damage Terminal loading equipment and because of this
potential risk, Masters shall be provided with and asked to acknowledge receipt of a
letter from Dubai Petroleum that warns of the serious consequences of action detailed above.
Should damage to Terminal machinery result from such malpractice, costs for all direct and
consequential damage shall be for the account of the vessel owner/operator. Furthermore, any
vessel that persists with such malpractice shall be subsequently banned from Fateh Terminal.
Loading operations are controlled by computer systems and in order to assist in programming
the loading, information given to the Mooring Master prior to commencement of operations must
be as accurate as possible. The system is able to execute a ‘shore stop’ on an exact number
of barrels if so required.
At all times during the loading, a responsible deck officer shall be in charge of operations, either
on deck or in the control room. On tankers with a central control room from which all operations
are conducted, a watchman in continuous contact with the control room must patrol the deck
at all times.
When the officer in charge has declared the tanker ready to load with all necessary valves
open, the Mooring Master shall instruct the Terminal to commence loading at a slow rate,
normally 15,000 barrels per hour. As soon as flow is commenced, the Mooring Master shall be
informed and the manifold is to be checked for leaks and all tanks on the vessel shall be
inspected to ensure correct flow. When it is confirmed that loading is proceeding as planned,
and after the Mooring Master has checked the integrity of the floating hoses from the SPM to
the manifold of the tanker, an increase to full loading rate may be requested. The Terminal
maximum being
60,000 bph for SPM-1 and 40,000 bph for SPM-2 or maximum loading line back pressure of
130 psi if that is reached before the maximum loading rate. During the period of increasing
the loading rate, a responsible officer shall be present on deck.
At any time during the loading operation, the rate may be reduced if required to facilitate
changeover of tanks. However, at least ten minutes’ notice of this should be given to the
Terminal.
Reduction of loading rate prior to completion may be by earlier arrangement with the terminal,
to happen automatically with an agreed volume to go, or it may be by request from the tanker.
The minimum loading rate is 15,000 barrels per hour and vessels shall reduce to this rate for
at least ten minutes prior to final completion. When the order to stop loading is given to the
terminal, flow will cease almost immediately.
The volume of oil loaded onboard the tanker is accurately available at all times from the
Terminal and it is recommended that periodic comparisons be made between ship and terminal
figures, especially during the night.
Dubai stabilized crude has Hydrogen Sulphide (H2S) content that smells of rotten eggs in low
concentrations but becomes odourless as concentration increases when the gas becomes fatal.
During loading, gas should be vented from as high a level above the deck as possible and
personnel ullaging or sampling tanks should work on the windward side and avoid breathing
fumes. Safety equipment that includes resuscitators and breathing apparatus must be
provided on-site and effective H2S procedures must be in place onboard the tanker at all times
in accordance with the approved safety management system (ISM) onboard.
3.1.24 Hose Disconnection Procedures

When loading has been completed and the Terminal has informed the vessel that all flow has
ceased, the manifold valves should remain open for a further period of several minutes to
ensure adequate draining of the loading hoses. Following closure of the manifold valves the
hoses shall be disconnected from the manifold with sufficient drip trays in place to completely
contain any spillage of oil. The blind flanges will then be replaced on the hose ends using a
new gasket and full circle of bolts. Starting with the after hose, the weight of each hose in turn
shall then be taken on the derrick and the snubbing chain then released from the Blake’s
stopper, after which the hose shall be lowered and the hose lifting strop secured to the tanker’s
rail using a slip-rope. The cargo hook shall then be released and the hose slipped from the
tanker’s rail. The forward hose shall then be released using the same procedure.
On smaller vessels, where danger exists of the hose strings fouling the propeller, the hoses
will not be slipped from the tanker’s rail until the mooring has been released and the vessel
has gathered sternway.
3.1.25 Discharge Operations

In the event that a tanker is to discharge at Fateh Terminal, the procedures for mooring,
unmooring, hose connection and hose disconnection are as detailed for loading operations.
An independent inspector shall remain onboard the tanker throughout the discharge operation.
Discharging shall commence on the instructions of the Terminal, initially at a slow rate until
the Mooring Master and Terminal give instructions to increase the flow rate up to a maximum
back pressure of 100 psi.
Throughout discharging operations, the tanker’s inert gas system must be fully operational.
Crude oil washing operations are permitted at Fateh terminal provided all safety requirements
are strictly observed. A maximum of four hours is permitted for draining purposes.
3.1.26 Documentation Procedures for Tankers at Fateh Terminal

Vessel may tender Notice of Readiness upon arrival at Fateh Terminal or at any time
stipulated in the vessel charter party. The Pilot/Mooring Master is empowered to accept such
notice on behalf of Dubai Petroleum Establishment, normally accepted at the time of Pilot on
Board. Notice of Readiness will not be accepted during periods when the port is closed due
to adverse weather. NOR may be accepted prior to the nominated loading date if the vessel
is berthed and loaded early by mutual agreement.
There is no Early Departure Procedures at Fateh Terminal.

Documents will be delivered on board and signed prior to vessel departure.
Bill of Lading quantities will be relayed to vessel upon completion of loading. In the event of
a dispute, the vessel will be requested to recheck the measurement and calculations of the
quantity. The Pilot/Mooring Master is not required witness such measurement and
calculations.
Discrepancies may be documented by letter of Protest.
Written clearance to depart Fateh Terminal is not issued, but verbal clearance will be given
by the Mooring Master when all documents are on board, and documentation has been
completed.
3.1.27 Procedures for Tankers Departing Fateh Terminal

Immediately the loading hoses have been disconnected and slipped, or in the case of smaller
tankers, hung off ready to slip, unmooring of the tanker will commence. The tug shall
not normally be utilized during departure, but will nevertheless remain on location to assist if
so required and to receive the Mooring master and MMA, plus equipment, back from the tanker.
When the Mooring Master has ascertained that the vessel is ready in all respects to depart the
berth, the mooring will be hove in and the attachment disconnected. Dependent upon the
prevailing weather, it might be necessary to steam the tanker ahead in order to relieve
the weight on the mooring. Once the mooring has been released (but not yet ‘let go’) the
tanker engines shall be ordered astern and the vessel will back away from the SPM. During the
move astern, the mooring shall, under the direction of the MMA be gently lowered into the water
by the pick-up rope – it not having been dropped into the water immediately it was
released. For smaller tankers, once sufficient sternway has been achieved and the hose
strings will not foul the propeller, they shall be slipped from the tanker’s rail.
When the pick-up rope has been streamed and the end let go into the water, the mooring
equipment provided by Dubai Petroleum shall be lowered, together with the hose connecting
equipment, to the deck of the accompanying tug.
When the tanker has moved astern well clear of the SPM, it shall be maneuvered to proceed
out of the Field. When the tanker is clear of all structures, the Mooring Master and his assistant
shall disembark to the accompanying tug, a lee being provided if necessary. Upon
disembarkation of the Mooring Master, the tanker shall be cleared to proceed to sea.
3.1.28 Interaction of Tankers with other Vessels

The presence of unauthorized craft alongside a tanker shall render it unacceptable. It shall
be the duty of ship’s personnel to ensure such craft remain clear of the ship. If the presence of
unauthorized craft constitutes a breach or potential breach of security, the provisions of the
ISPS Code shall apply and action must be taken in accordance with the Fateh Terminal Port
Facility Security Plan and the vessel’s own Ship Security Plan. The Terminal PFSO (the Port
Captain) and the Ship Security Officer must be informed of any such situation immediately.
The loading/offloading of stores, provisions or spare parts shall not be permitted by any vessel
at or near the SPM.
3.2 Safety & Pollution Prevention Requirements for Tankers

Dubai Petroleum is firmly committed to a policy of maximum safety in all areas of its operations
and demands compliance with this Policy by all parties within the limits of the Marine Terminal.
Safety requirements, as a minimum, are those appertaining to tankers loading crude oil as
specified in the International Safety Guide for Oil tankers and Terminals (ISGOTT) but
where Company regulations are more stringent than those contained in ISGOTT then the
Company requirements shall apply.
3.2.1 Safe Conduct of Operations

Immediately that a tanker is securely berthed at the SPM, the Mooring Master shall present the
Master of the ship with a letter that states the responsibility for the safe conduct of operations
onboard the vessel rests solely with him – as Master. However, since Terminal personnel,
property and other shipping could suffer serious damage in the event of an accident onboard,
the Master’s written agreement to co-operate and enforce all the safety requirements as set
out in Dubai Petroleum’s Ship/Shore Safety Checklist is mandatory. This agreement must be
signed by the Master prior to any commencement of loading operations and if the Master
refuses to sign this document the vessel shall be required to immediately depart to outside
Terminal limits.
3.2.2 Inspection by Mooring Master

In order to ensure compliance with Dubai Petroleum’s mandatory safety requirements, the
Mooring Master in company with one of the Tanker’s officers shall, prior to commencement of
loading, and at periodic intervals thereafter, make a routine inspection of the decks and
accommodation spaces of the vessel to verify each item in the Ship/Shore Safety Checklist.
Any non-compliance observed shall be brought to the attention of the Master or deputy for
corrective action to be taken. If such action is not taken immediately, the Mooring Master
shall take whatever measures he feels to be appropriate and he shall advise the master
accordingly.
Dubai Petroleum reserves the right, in the event of continued or flagrant disregard of
these safety requirements by any ship, to stop all operations and to order that ship to depart
the SPM and the Terminal limits and for appropriate action to be taken by the charterer and/or
the owner/operator concerned.
If any infringement of these requirements by Terminal staff is observed onboard, the Master
should bring the matter to the immediate attention of the Mooring Master who must
take whatever action is necessary. Should the Master of the tanker consider that the safety
of his vessel has been compromised by any action from the Terminal, he should demand
an immediate cessation of all operations and a joint enquiry should be conducted by the Master
of the vessel and the Mooring Master.
At all times that he is onboard, the Mooring Master shall have unrestricted access to the Bridge
and Control Room areas of the vessel.
3.2.3 Readiness of the Tanker

While a tanker is moored at the SPM, its engines shall remain at immediate readiness for use
at full power. Engine repairs are prohibited at all times the vessel is within Terminal limits.
The ship’s whistle shall also be operational at all times within Terminal limits.
At all times that the vessel is within Terminal limits, continuous watch keeping shall be
maintained by responsible officers with competent and sufficient crew to deal immediately with
any emergency that may arise.

3.2.4 Safety Equipment
The Master of the Tanker must ensure that onboard firefighting equipment is complete, fully
operational and continuously available for use while the ship is within Terminal limits. During
the loading operation, hoses shall be connected and flaked out ready for use at all fire points.
Additional extinguishers shall be provided at the loading manifold.
Whenever possible a fire pump should maintain continuous fire main pressure while cargo
or ballast is being handled. If that is not possible, the fire pump must be at immediate readiness
on standby. Foam and/or dry powder monitors should also be ready to use and as previously
mentioned, portable extinguishers (preferably dry powder) should be placed close to the
manifold.
Measures to deal with H2S gas must be fully implemented prior to loading operations with
breathing apparatus and resuscitators laid out in readily accessible positions for immediate use.
Adequate lighting must be available for night work, with special emphasis on the hose
connection area and the pilot/accommodation ladder.
3.2.5 ‘No Smoking’ & other Precautions

Smoking and naked lights are prohibited onboard any tanker at an SPM, regardless whether
loading is in progress. The only exception to this stringent regulation shall be for smoking to be
permitted in two onboard locations within the after accommodation, specifically designated
by the Master and agreed to by the Mooring Master. These shall be clearly defined as the only
smoking areas onboard and marked as such. The Master is responsible to ensure that all
onboard personnel are fully aware of the onboard restrictions regarding smoking and of the
locations of the permitted smoking areas.
On every tanker that arrives at Fateh Terminal, the Mooring Master shall discuss with the Chief
Officer actions to be taken in the event of fire and other emergencies. This discussion shall
include clarification on communications and the emergency capabilities of the ship and the
Terminal.
Matches and cigarette lighters must not be carried by personnel onboard the tanker within any
hazardous area and the use of portable electric equipment, including lamps is also prohibited
in such areas. Furthermore, flexible electric leads must not pass through onboard
hazardous areas.
Radios, radars, mobile telephones and other electrical equipment must not be energized
while the tanker is moored to the SPM except for VHF radios, telephones and other
communications equipment that has been approved for use onboard the tanker by the
Terminal. Under special circumstances and when thunderstorms are present or forecast within
the area, the Senior Terminal Representative may sanction the discretionary use of ship’s radar.
In the after accommodation, during terminal operations all external doors, ports and similar
openings leading from the tank deck and to the after accommodation and machinery spaces
(other than the pump room) should be kept closed. Also, all external doors, ports and
similar openings at deck level in the after accommodation which overlook the tank deck shall
be kept closed.
While at the SPM, use of the ship’s galley shall be subject to restrictions. The use of stoves and
other cooking appliances with non-immersed elements shall be at the discretion of the Master
and Mooring Master who must be satisfied that no hazard exists. Galley doors and ports
that open directly to or overlooking the tank deck must be kept tightly shut.
3.2.6 Ventilation
Mechanical ventilation systems serving the tanker’s pump room should be in use during all
operations involving use of the pump room.
Flammable gas may enter enclosed spaces through the intakes of central air conditioning or
mechanical ventilation systems. Therefore, before commencement of operations and during
operations, intakes should be adjusted to prevent the entry of flammable gases where
possible by recirculation of air within the enclosed spaces. If at any time it is suspected that
gas is being drawn into the concerned areas, central air conditioning and mechanical
ventilation systems must be stopped and the intakes covered or closed.
3.2.7 Alcohol
No person shall be allowed on deck if under the influence of alcohol. In the absence of a medical
officer, the opinion of the Mooring Master regarding the fitness of an individual shall be final.
3.2.8 Pollution Prevention Requirements for Tankers

All tankers that enter the Terminal area shall comply with all necessary and mandatory
requirements of MARPOL, in particular Regulation 26 of Annex I regarding a shipboard oil
pollution emergency plan that has been approved by the relevant Flag Administration. This plan
must be maintained up-to-date. Oil pollution equipment carried onboard must be complete and
crews must be familiar with its location and use.
All cargo pipelines at the manifold when not in use should be securely blanked. Stern cargo
pipelines should be isolated from the tanker’s main pipeline system forward of the after
accommodation by blanking off, spectacle blind or by spool piece removal.
When not in use, overboard to sea discharge valves connected to the cargo system should be
properly closed and lashed to ensure no escape of oil to the sea. On vessels with remotely-
controlled sea valves, they shall be clamped so as to prevent accidental opening.
Prior to commencement of loading, all deck scuppers shall be effectively plugged to prevent
spilled oil escaping overboard. Accumulations of water should be drained off periodically and
scupper plugs replaced immediately the water has been run off.
4. Supply Vessel Operations

4.1 Overview
This section contains instructions and guidelines that shall relate to all vessels that supply and
back-load deck and/or bulk cargo to and from the offshore installations of Dubai Petroleum,
including platforms, barges, MODU’s and other units. They shall be interpreted as applicable
to offshore or port operations accordingly. The term ‘installation’ shall apply to fixed platform,
barge or MODU as necessary.
Dubai Petroleum embraces the ‘Code of Safe Working Practices for Merchant Seamen’
regarding general and specific aspects of cargo handling, particularly in an offshore
environment. In addition, other relevant references are detailed in Appendix A.
Additional Safety Alerts, Port Captain’s Standing Instructions and any other official company
notifications may be issued from time to time in order to promulgate directives and changes.
These shall be issued to all vessels by the Logistics Marine Superintendent and may be
subsequently incorporated into this document.

4.1.1 Responsibilities
All personnel involved in cargo operations have a duty of care to each
other.
All crane operations (see 4.2.13) between OSV and installation shall be carried out in joint
consultation with Masters, OIM (or his delegate) and Crane Operators, any of which can veto
the operation.
The Master is responsible for the safety of the vessel, all persons onboard, its equipment and
cargo. He should therefore rightfully question any instructions or directions that he feels
may compromise safety (see 2.1, 2.6.1). This authority must be properly understood by
all third parties concerned in the transfer of equipment, fuel, provisions and other items
onboard.
When operating at a Dubai Petroleum location, the Master shall always take account of
the onset of adverse weather likely to affect loading, back-loading and pumping operations.
Lifting operations shall be subject to a 21 knot maximum limitation.
Each Master shall ensure that cargo is safely loaded, correctly stowed and secured onboard
the vessel totally to his satisfaction so that personnel may move safely around the deck of the
vessel during all stages of the voyage and that escape areas are always clear for personnel
working on deck.
Cargoes shall be secured in such a manner that will not cause any risk of shifting or cause
harm to personnel while transiting the safe zones between them. Access to safety zones must
be kept clear at all times but the deck must not be overloaded in order to achieve this.
In situations where the above cannot be properly achieved, the Master is expected to, and
has full authority to refuse to load the cargo until the circumstance can be properly rectified.
The OIM is responsible for the installation and operations that take place within the 500 meter
zone. Responsibility for marine operations within Dubai Petroleum’s offshore production assets
has been delegated to the offshore Port Captain.
The Crane Operator is responsible for ensuring that his crane is operated within all specified
safe limits, particularly during marginal weather conditions and for observing safe operating
practices with respect to personnel, cargo, ship and the installation structure. He shall also
liaise with the HLO regarding helicopter operations onboard the installation.
4.2 Operational Requirements

Prior to arrival in the Field, the supply vessel shall follow the prescribed procedures for
entry (see Appendix).
Prior to commencing cargo operations offshore, the planned schedule should be discussed and
agreed by radio between the Radio Room/Warehouse and the Master of the supply vessel.
Each shall ensure that the installation and vessel are ready in all respects. The Master
must be advised or warned of any simultaneous operations taking place including anticipated
helicopter movements during the expected duration of the cargo operations. The installation
must be advised of any factors constraining the expected performance of the vessel before or
during operations, and the vessel's Master should, in turn, be given information on any
limitations onboard the installation that may affect the operation (see 2.5 – ‘Operational
Limitations’).
Depending on the prevailing security situation, marine movements and cargo operations shall
be subject to the constraints laid down in the Port Facility Security Plan (PFSP) for Fateh Marine
Terminal and Jebel Ali Offshore Supply Base (JAOSB).
Effective communications between the Master and the bridge of the vessel, applicable
installation personnel, in particular the Crane Operator, officer in charge on deck of the
vessel and his deck crew are vital for safety. Communications should be conducted only in the
English language and for this reason adequate numbers of key personnel must be fluent in
English. An effective radio communication link on a dedicated channel must be maintained at
all times whilst the vessel is engaged in cargo operations. See the table shown in Appendix
B regarding the channels/frequencies used at the assets of Dubai Petroleum.
4.2.2 Manning Levels on Deck

During OSV cargo-handling operations for Dubai Petroleum there shall be at all times, three
qualified personnel on deck to ensure the safety of the vessel, safe discharge, back-load of
deck/bulk cargo and safe anchor handling/towing operations. This may be reduced to two at
the sole discretion of the Master if the vessel is exclusively engaged in pumping operations
with a single hose. One of the deck personnel must be trained in crane signals and will
act as ‘banksman’ (see 4.2.13).
4.2.3 Lighting
Deck lighting on supply vessels must be of sufficient power and intensity to provide adequate
illumination of the working area for night operations to be conducted safely. Lights should
be placed as high as possible to avoid casting long shadows over the working area, and should
be distributed to eliminate shadow areas. However, they should not impede the visibility of
those on the bridge, installation Crane Operators or those on winch controls.
The provision of reflective strips on crew working gear assists greatly with the visibility of
the crew from the bridge, winch control and other work areas.
High visibility jackets must be worn by the banksman onboard the vessel whether the vessel is
offshore or in port.
Deck lighting onboard the rig/installation shall be adequate to conduct operations in a safe and
efficient manner. If lighting is deficient and the Master does not have a clear view of
the structure, operations should be suspended until the lighting is rectified or until daylight
hours.
4.2.4 Suitable Equipment for Handling of Cargo

In order to provide as safe a working environment as possible, supply vessels and installations
should be supplied with suitable equipment to facilitate efficient and safe material-handling
operations – such equipment shall also include means for quick attachment and quick release
of lashings.
As part of the vetting process of vessels prior to charter by Dubai Petroleum, the Logistics
Marine Superintendent shall ensure that cargo handling equipment onboard a vessel is suitable
for the purpose of hire.
All cargo handling equipment must be properly maintained such that its condition shall
present no hazard to personnel that operate it or to others working in the area.
Vessels on charter to Dubai Petroleum shall maintain a cargo gear register that details all cargo
handling equipment and records of tests, examinations and inspections shall be included in, or
attached to, the register.
4.2.5 Requirements for Offshore Containers

The shipping term ‘container’ generally means a standard ‘ISO’ shipping container. However,
in the offshore sector of the industry (in view of the diverse types of containment used to
ship cargo) the term ‘offshore container’ is appropriate in this context. This notwithstanding, in
these procedures where ‘container’ has been used singly, and in line with colloquial use,
this shall mean a closed offshore container.
In general use offshore the majority of closed containers in use are of the ‘mini-container’ type
that measures 6’ x 6’ x 8’. This size is more suitable due to restrictions in space onboard vessels
and installations and also has obvious handling advantages in an offshore environment.
All offshore containers to be transported onboard vessels on-hire to Dubai Petroleum shall
meet the requirements of IMO MSC/Circ.860 – “Guidelines for the Approval of Offshore
Containers Handled in Open Seas” together with any UAE regulatory requirements.
For the purpose of these procedures, ‘offshore containers’ (as defined in MSC/Circ.860) should
be taken to mean portable units specially designed for repeated use in the transport of goods
or equipment to, from, or between fixed and/or floating offshore installations and ships.
Thes include closed containers, cargo carrying units (CCU’s), baskets (see 4.2.5.1 below)
and portable tanks for dangerous goods as defined in Sections 12 & 13 of the general
introduction to the IMDG Code.
It should also be noted that later in these procedures (4.2.9) the more general term ‘cargo
carrying unit’ (CCU) has been exclusively used in relation to the shipment of dangerous goods,
rather than ‘offshore container’ – this is because this terminology has been used in the relevant
regulations (IMDG Code, CSS Code).
Offshore containers and their lift sets shall be tested and certified in accordance with the latest
edition of EN 12079 and/or DNV CN2.7-1 and with UAE regulatory requirements. The lift-
sets are considered to be part of the container and cannot be removed, repaired or modified
without the agreement of the Certifying Authority or third party who has issued the certification
for the offshore container.
Where practicable offshore containers should have forklift pockets. When fitted pockets
should be designed and fabricated in accordance with the relevant rule or standard to which
the container has been constructed.
4.2.5.1 Cargo Baskets

Cargo baskets are open-topped containers generally not more than 1830mm wide. Special
baskets are also used to transport particular items of equipment. These have been custom built
and should not be used for any other purpose.
The lack of standardization of cargo baskets and the many different types in circulation
are cause for concern within the industry and a significant number of accidents and incidents
have occurred that have been attributed to these disparities. Care is therefore needed regarding
the handling procedures, packing and stacking arrangements for cargo baskets and Risk
Assessments are necessary in order to establish safe systems of work concerning different
kinds of cargo basket.
Various aspects such as manual and mechanical handling, access/egress to the basket,
arrangements of lifting gear, snagging risks, pad eyes, stowage of components within baskets,
compatibility for stacking and so on, should be properly evaluated.
Notwithstanding any designed capability for cargo baskets of the same type to be
Information Security Classification: Internal
stacked, it is
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Dubai Petroleum’s policy that these items shall never be stacked while being shipped onboard
Dubai Petroleum-chartered vessels.
Baskets should be designed to avoid snagging, both internally and externally and particularly
from the lifting gear. Measures must be taken before lifting operations commence to ensure
that wire slings do not drop inside the basket and become fouled.
Cargo baskets are often long and may give cause for the use of tag lines (see 4.2.15). When
tag lines are attached, they should be fixed to proper fixture points.
Items being transported within cargo baskets shall be properly secured to prevent
movement.
All cargo baskets in use at Dubai Petroleum assets shall be properly certified (EN 12079 and/or
DNV CN2.7-1). Moreover, Cargo baskets should have safety markings in accordance with their
certification standard and in addition, the top rails and the corner posts should be marked on
all
4 sides with hatching in a contrasting, luminous colour of paint or reflective tape.
Vessel crews should be properly briefed at safety meetings and toolbox talks regarding
procedures and precautions concerning cargo baskets.
4.2.6 Lifting Gear

Lifting gear onboard rigs and installations shall be tested and certificated in accordance with
current Dubai Petroleum rules on inspection and certification of lifting equipment.
Lifting gear onboard vessels on hire to Dubai Petroleum shall be tested and certificated in
accordance with Flag Administration and Class requirements and this certification shall be
inspected prior to acceptance for hire by Dubai Petroleum. Dubai Petroleum strictly enforces a
colour coding system for loose lifting gear in accordance with directives from Dubai
Government.
Despite their widespread use in less-well-regulated areas of industry, particularly to handle
tubulars and bundles of scaffolding, the use of ‘soft’ slings is strictly controlled and shall be
regulated by the permit-to-work system. Any lift rigged with webbing strops shall be refused
unless it has been properly authorized.
Use of self-locking safety hooks is mandatory.
4.2.7 Cargo Handling – General Requirements

The following requirements shall apply:
• Cargo should be pre-slung to facilitate handling - all offshore containers have integral
‘lift sets’ (see 4.2.5);
• Palletized cargo shall be loaded within containers;
• Tugger winches should be fully utilized on deck when safe to do so, in order to facilitate
rearrangement of deck cargo to maximize available deck space;
• Stanchions should be used, wherever possible, to assist the stowage of articles such
as tubulars, loose pipes, etc. Bedding materials shall also be utilized;
• Lifting lugs should not protrude so as to interfere with other cargo or lifting operations;
• Cargo items within baskets shall be secured in place;
• Skips and open baskets shall be provided with cover nets.
4.2.8 Loading of Deck Cargo at JAOSB

The positioning and load-out of deck cargo shall be discussed by the jetty office with the Master
of the supply vessel prior to commencement of loading. At the very least, a provisional manifest
shall be provided and the following factors will be considered:
• The intended order of discharge/loading;
• The unit weight in relation to the deck-loading capacity;
• Vessel stability with particular input by the Master (see 2.9.3);
• The positioning of dangerous goods with particular regard to the requirements of the
IMDG Code;
• Cargo such as low-height items, baskets, half-heights that may snag or foul the
adjacent ship structure (main deck sides, barriers, breaks in bulkheads etc.) should be
positioned away from such obstructions to facilitate ‘clean’ lifting of the cargo by
platform cranes. Consideration should also be made for adjacent cargo that may pose
similar risk.
• Cargo securing arrangements;
• The safety of crew members and vessel operability in terms of maneuvering
capabilities and available deck equipment.
The order of stowage, is important so should be pre-planned as much as possible to minimize
actions of risk and Masters are encouraged to use a cargo planning form.
Cargo loading shall commence adjacent to the crash barriers and the Master shall ensure
that all deck cargo is properly secured in accordance with the requirements in 4.2.16.
Prior to departure, all documentation must be complete and in order. This shall include a full
and complete manifest and if dangerous goods are being carried, shall also include MSDS data
sheets.
Areas on the deck of the vessel that are not to be used for cargo stowage must be clearly
marked or otherwise indicated. Emergency exits from within the ship to the cargo deck must be
clearly marked in high visibility colours and must never be obstructed by cargo. If the vessel is
to be moored to the installation, an adequate area for handling lines must be left clear of cargo
at the stern of the vessel. Likewise, if pumping operations are intended, adequate space must
be ensured for the handling of hoses.
All vessel cargo operations in port must be supervised at all times by the deck officer in
charge on the vessel. Crew members will position, unhook and secure cargo in port.
4.2.9 Dangerous Goods

The term ‘dangerous goods’ shall also apply to marine pollutants.
4.2.9.1 Carriage of Dangerous Goods Onboard OSVs

OSVs may be required to carry a variety of dangerous goods including those in packaged form.
However, vessel design and operational conditions generally do not assist compliance with
statutory regulations although some latitude with respect to OSV’s is allowed within certain
constraints (see 4.2.9.5 and 4.2.9.7 below). Furthermore, the process of back-loading may give
rise to incorrectly declared, stowed, secured and labelled dangerous goods.
All cargoes, including back-loaded cargoes of dangerous goods shall be correctly declared,
packaged, labelled, secured, placarded, documented, and segregated in accordance with the
applicable regulations. Details of various responsibilities are given in this section in which Dubai
Petroleum sets out instructions to vessel Operators and Masters regarding the required
standards of compliance in accordance with the requirements of the International Maritime
Dangerous Goods (IMDG) Code and Chapter VII of SOLAS for offshore supply/support vessels
utilizing only weather deck stowage and goods stowed in cargo carrying units (CCUs). The
latest Marine Guidance Note (MGN) that has been issued by the UKMCA on this subject
has also been a reference in the compilation of this section.
The specific requirements for hazardous waste are detailed in 2.9.8.4 whereas the specific
requirements for noxious liquids are set out in IMO Resolution A673 (16) and detailed in 4.2.22
of these Procedures.
4.2.9.2 Relevant Dangerous Goods Legislation

The SOLAS Convention and provisions of the IMDG Code in force at any time shall
apply, except as given below. IMO Resolution A863 (20) - Code of Practice for the Carriage of
Cargoes and Persons by Offshore Supply Vessels should be observed.
Dubai Petroleum requires that Masters of support vessels that will carry dangerous goods to or
from a Dubai Petroleum offshore asset, must have access to an up-to-date, full set of IMDG
volumes (including supplements) for reference.
Dangerous goods should be loaded in appropriate locations on the vessel, being segregated
from each other as required by the Code and modified as appropriate by any requirements laid
down by UAE regulations.
As mentioned above, IMO Resolution A673 (16) applies to hazardous and noxious liquids in
bulk.
4.2.9.3 4Special Considerations for OSVs

The particular construction and design features of OSVs do not assist compliance with SOLAS.
For dangerous goods transported on the open deck ONLY, Dubai Petroleum will therefore
accept demonstrable equivalence. The onus shall be on vessel operators to demonstrate such
equivalence and some aspects that may be considered are:
• Regulation 54.2.1.2 or 19.3.1.2 - amount and throw
of water from fixed monitors/hydrants, and…
• Suitable means to provide effective boundary cooling in lieu of A60 boundaries where
required by Regulation 54.2.8 or 19.3.8.
The inherent design of OSVs means goods are generally only transported on the open deck. If
the design is such that under deck space is utilized, then full compliance with the IMDG Code
is required and the concession of ‘demonstrable equivalence’ mentioned in the previous
paragraph shall NOT apply.
Full compliance shall also be required regarding SOLAS requirements for personnel protection
and portable fire extinguishers.
The general stowage requirements given in Chapter 7 of the IMDG Code will apply in all
cases.
4.2.9.4 Containerization of Dangerous Goods

Dangerous goods must be carried in closed offshore containers or gas racks. Gas racks should
fully protect the cylinders. The cylinders should be secured by suitable means within the
enclosure (see 5.12.12). Any other type of container used for carrying dangerous goods must
have a Competent Authority Approval (CAA) by a recognized and internationally-accepted
body.
All CCU’s and gas racks being shipped on OSVs should be approved, built and tested
to industry standards (such as laid down in UK MSC/Circ. 860, or similar). It is the responsibility
of the container owner/operator to maintain and arrange for examination of the containers at
the appropriate intervals.
Portable tanks containing dangerous goods must comply with the requirements of the IMDG
Code.
Prior to re-use of any container, the consignee/receiver of the dangerous goods shall ensure
that old placards are removed prior to its re-use.
4.2.9.5 Segregation of Dangerous Goods

Segregation within CCU’s must comply with the segregation rules of the IMDG Code. The IMDG
Code allows for relaxation of the segregation rules with approval of the Competent Authority.
However, this shall not apply within a CCU.
For OSVs, the following relaxation may be accepted under the segregation requirements of the
IMDG Code (Chapter 7.2 - Stowage) where, for operational reasons, mini-containers may be
used in place of standard containers:
• The term ‘away from’ is equal to one mini-container separation;
• The term ‘separated from’ is equal to two mini-containers separation;
• The term ‘separated by a complete compartment or hold’ is equal to three mini-
containers separation.
Such containers shall have the following minimum dimensions 6ft (length) x 6ft (width) x
8ft (height) or the metric equivalent.
In addition there is no relaxation in the requirement for the stowage of goods of (IMDG) Class
1, Class 6.2 or Class 7, which shall be stowed as far away as possible from the
accommodation spaces. In addition Class 1 goods should also be stowed as far away
as possible from machinery spaces.
Appendix B contains a Cargo Segregation Table that summarizes these requirements.
4.2.9.6 Responsibilities of Shippers of Dangerous Goods

For the purposes of these Marine Procedures, ‘shipper’ is defined as a person/entity that as a
principal or an agent for another shall consign for carriage by sea dangerous goods or marine
pollutants. Shippers are responsible for providing correctly completed ‘Dangerous Goods
Notifications’ and associated paperwork.
Consideration must be given to the order of back-loading to ensure that the segregation
requirements can be fully complied with. In this case, the shipper is deemed to be the Offshore
Installation Manager. However, there shall be accountability to him from the person who is
responsible for packing and closing/sealing the container door.
It is incumbent on Dubai Petroleum to ensure that shippers of all dangerous goods and marine
pollutants to and from its offshore assets, properly package, mark and declare such goods
in accordance with the IMDG Code.
Placarding of CCUs carrying dangerous goods shall be in accordance with the IMDG Code
requirements, unless stated otherwise. The requirements for labels and placards can be found
in the IMDG Code Chapter 5.2 and 5.3, respectively.
Masters must be given written advance notification prior to the loading or back-loading of
dangerous goods. A written declaration in the form of a Dangerous Goods Declaration must
be delivered to the Master before the goods are taken on board. An example of a
Dangerous Goods Note which complies with the IMDG Code is to be found in the ‘Oil & Gas
UK’ publication
‘Best Practice for the Safe Packing and Handling of Cargo to and from Offshore
Locations’.
Dangerous goods packing certificates are required for all dangerous cargo or marine pollutants
packed into cargo carrying units. Cargo of this nature must also be stowed and segregated in
accordance with the IMDG Code, as modified where appropriate for offshore support vessels
trading in the waters of the United Arab Emirates.
Requirements for the handling of portable tanks are detailed below – 4.2.9.9 to 4.2.9.12.

4.2.9.7 Responsibilities of Masters
The Master must exercise his authority to stop any operation he considers to be unsafe,
that puts personnel or his vessel at risk, or which could pollute the environment. Since the
responsibility for ensuring that cargoes are properly prepared for carriage on board OSVs rests
with the shipper and/or owner of the items concerned the Master should not accept the loading
of any cargo which is not safe for cargo handling, not adequately packed, not properly marked
or not properly documented. He should also refuse to accept for shipment, classes of
dangerous goods that are not loaded in separate containers.
Once the material has been accepted and received onboard the vessel, Masters must ensure
that all such goods and pollutants are properly stowed, secured and segregated in accordance
with the IMDG Code, as modified where appropriate for vessels trading in the waters of
the United Arab Emirates.
The Master should consult with the shipper and/or operator/owner when in any doubt regarding
shipping of dangerous goods and marine pollutants.
The Master shall ensure that all dangerous goods loaded onto his vessel, either in port or
offshore, are actually that which were specified in the relevant Dangerous Goods Notice.
Failure to carry out such a check may result in an increased risk of injury or damage, together
with breach of relevant legislation.
Masters must ensure that they record and report the carriage of dangerous or marine pollutant
goods in accordance with any local rules and regulations that may be issued from time to time
that may differ from international practice.
Masters should also remember that there shall be additional requirements for the handling and
supervision of dangerous goods in the event that the ISPS Security Level is enhanced.
4.2.9.8 Carriage of Dangerous Goods in Machinery

The carriage of machinery containing dangerous goods shall be in accordance with the
requirements of the IMDG Code, as amended, and UN 3363 – “Dangerous Goods in Machinery
or Dangerous Goods in Apparatus”. This regulation only applies to machinery or apparatus
containing dangerous substances as an integral element of the machinery or apparatus. It shall
not be used for machinery or apparatus for which a proper ‘shipping name’ already exists in
the Dangerous Goods List. Machinery and apparatus transported under this entry shall only
contain dangerous goods which are authorized to be transported in accordance with the
provisions in chapter 3.4 of the IMDG Code (limited quantities). The quantity of dangerous
goods in machinery or apparatus shall not exceed the quantity specified in column 7 of the
Dangerous Goods List for each item of dangerous goods contained. If the machinery or
apparatus contains more than one item of dangerous goods, the individual substances shall
not be capable of reacting dangerously with one another.
In the case of transportation of dangerous goods in machinery or apparatus where the quantity
of dangerous goods exceeds the limited quantities as specified in the Dangerous Goods
List, then a Competent Authority Approval may be required under any local regulations and to
ensure the continued movement of these items of machinery within UAE waters. In this
case, advice must be sought from the Dubai Petroleum Logistics Marine Superintendent who
should make whatever applications are required.
4.2.9.9 Use of Portable Tanks

Offshore Tanks used for the transportation of dangerous goods of classes 3 to 9 should be
designed, constructed, inspected and tested in accordance with the provisions of Chapter 6.7
of the IMDG Code.
Prior to being placed on board a vessel, all tanks must be carefully checked for damage
and leakage. Guidance is contained in the publication ‘Best Practice for the Safe Packing and
Handling of Cargo to and from Offshore Locations’.
When carrying dangerous goods in portable tanks the specific and applicable tank instructions
supplied with the tank shall apply. In all other respects the applicable conditions contained in
the IMDG Code and in this section regarding segregation, declaration, etc; must be met when
carrying these dangerous goods. The general stowage requirements given in Chapter 7 of the
IMDG Code will apply in all cases.
Portable tanks to be transported to/from a Dubai Petroleum offshore asset shall not be filled or
emptied while the tanks are in transit on board the OSV. They shall be lifted onboard the OSV
in a fully loaded condition and positioned and secured in accordance with the vessel’s Cargo
Securing Manual. Any portable pumping equipment/manifold skid shall be secured in a similar
manner. The arrangements for securing the portable tanks to the vessel shall be of
such strength to withstand the forces likely to be encountered during the voyage to and from
the installation.
All pumping equipment, pipe work, valves and hoses should be compatible with the substances
being transferred. The pipe work and valves shall be secured to prevent movement.
PPE based on the information contained in the MSDS shall be worn by all personnel concerned
with the cargo handling of the tanks.
The cargo-handling of the tanks and pumps will be carried out before commencement or on the
completion of other cargo handling operations on the OSV. The other deck cargo will have
been stowed with the integrity of the tanks and pump in mind, making due allowance for
segregation requirements and access for spillage clean up.
On completion of the loading operations the OSV crew shall be exercised in a spillage drill,
with the temporary deck mounted tanks being the simulated source of the spillage. This
will take place before the vessel departs from port.
Spillage clean up materials, specific to the dangerous substance, must be provided onboard
the OSV to be available in the event of an incident.
The portable tank and pumping system will be monitored regularly on the sea passage to the
offshore location to ensure the physical security of the tanks.
4.2.9.10 Discharge of Portable Tanks Offshore

The discharge of the dangerous substance shall be planned to take place with no simultaneous
operations of other cargo. On arrival at the installation the Master of the OSV will liaise with the
Warehouseman and they will agree operational details of the transfer that shall be conducted
in accordance with laid-down offshore procedures.
Throughout the transfer operation of the dangerous substance, all non-essential personnel
shall be kept clear of the deck of the OSV and in the proximity of the receiving area onboard
the installation that shall have erected barriers and posted notices in accordance with the
specific requirements laid down in the PTW for that particular operation.
A minimum of two of the vessel personnel shall be dressed in appropriate PPE ready to respond
should an incident occur. The installation shall make similar arrangements in accordance with
measures specified in the particular PTW.
4.2.9.11 Return of Empty Portable Tanks

Tanks and pumping equipment containing residues of any hazardous substance must be
treated with similar care to that exercised on the outward passage.
The Warehouseman shall ensure that the port (JAOSB) is informed of the ETA of the vessel
at the time it departs the offshore location.
4.2.9.12 Unloading Procedures

Portable tanks and pumps will be offloaded under the supervision of Base personnel. If
required, a particular quay for the operation may be specified.
The unloading operation will be carried out prior to any other cargo handling operations on the
supply vessel.
Subsequent road transportation of the tanks and pumping skid will be the responsibility of
the shipper.
4.2.9.13 Dangerous Goods Training

All persons involved in the ‘supply-train’ of dangerous goods within the jurisdictions of Dubai
Petroleum shall receive suitable training in the application of the IMDG Code, commensurate
with their responsibilities.
4.2.9.14 Protection of Gas Racks, Multi Element Gas Racks & Gas Bottles
Multi element cylinder systems such as gas racks, gas quads and lift frames should provide
protection for the cylinder and cylinder valves. The cylinders should be secured by suitable
means within the enclosure. Hazardous goods placards and labels should be clearly displayed.
Cylinder valve protection is defined as follows:
• All lift frames should provide adequate methods of securing variable numbers of
cylinders. Individual cylinders should have secure valve guards or the lift frame should
provide a maximum gap of 250mm between guards in at least one plane. The
maximum gap of 250mm has applied since 31st Jan 2004 but does not apply if the
valves have individual valve guards securely attached to the cylinder. Guards shall be
mesh, grills, plate or bars, sufficiently strong such that the guard will not distort under
reasonable force, thus always ensuring valves do not protrude beyond the guards.
• Multi element systems with vertically mounted cylinders (since 2004) shall have guards
with a maximum gap of 250mm in at least one plane. Guards shall be mesh, grills, plate
or bars, sufficiently strong such that the guard will not distort under reasonable force
thus always ensuring valves do not protrude beyond the guards.
• Multi element systems with horizontally mounted cylinders shall have guards which
prevent slings and shackles entering the enclosure. Guards above the valves mounted
on top of the enclosure shall provide full protection, guards at the side shall extend
400mm from the top of the enclosure, guards mounted in front of the valve and manifold
shall have a maximum gap of 250mm in at least one plane. Guards shall be mesh,
grills, plate or bars, sufficiently strong such that the guard will not distort under
reasonable force thus always ensuring valves do not protrude beyond the guards.
Labelling/Placarding is described as follows:
• Lift frames, all lift frames shall have at least one solid surface to mount two 250 x
250mm hazardous goods placards. All individual cylinders must be colour coded and
have neck labels detailing contents and hazard. Since 31st Jan 2004, all new builds
have solid surfaces on all four sides sufficient to display two 250 x 250mm placards.
• Multi element systems with vertically mounted cylinders shall have at least one solid
surface to mount two 250 x 250mm hazardous goods placards. On sides where
mounting plates are not available 250 x 250mm placards shall be mounted on the
cylinders. Since 31st Jan 2004 all new builds have solid surfaces on all four sides
sufficient to display two 250 x 250mm placards.
• Multi element systems with horizontally mounted cylinders shall have at least one solid
surface to mount two 250 x 250mm hazardous goods placards. On sides where
mounting plates are not available 250 x 250mm placards shall be mounted on the
cylinders, at the front and rear were there is no cylinder surface to display place 250 x
• 250mm placards, 100 x 100mm labels shall be displayed on the primary structure.
• Since 31st Jan 2004 all new builds have solid surfaces on three sides sufficient to
display two 250x 250mm placards. On the front of the system access is required to the
valves therefore a plate for two 250 x 250mm placards is not practical, 100 x 100 mm
labels shall be placed on the primary structure at the top corners of the front.
• Dispensation allows 200mm x 200mm placards for vessels built prior to 31st Jan 2004.
4.2.10 Transportation of Naturally Occurring Radioactive Material (NORM)
4.2.10.1 Background
NORM (also known as LSA – ‘low specific activity) is encountered in oil and gas exploration,
development and production operations. It originates in subsurface formations that contain
radioactive materials and is brought to the surface when produced fluids from reservoirs carry
sulphates up to the earth’s crust. As these fluids undergo temperature and pressure changes,
the radioactive elements precipitate out of solution and leave scale deposits on production
tubing, pipe work and vessels.
NORM may take the form of brittle, thin crystalline deposits, white/brown thick sludge or a dry,
flaky substance.
When containment of the production system is broken for maintenance, this may expose
personnel to particles that contain increased levels of ‘alpha’ emitting radio nuclides that could
pose a health risk if inhaled or ingested.
4.2.10.2 Information
Based on current UAE Legislation, NORM waste is categorised as ‘Class 4 – Low
& Intermediate Level’ (long-lived) waste.
Prior to any item being offered for transportation by sea, it shall have been assessed by the
Offshore/Platform Radiation Safety Officer (RSO) and treated and secured or packaged
accordingly. Once an item has been sealed in the appropriate manner, it is imperative that the
packing is not broken or disturbed as this may release contaminants which, if inhaled
or ingested, would be considered hazardous to health.
As long as the proper packaging of any NORM-contaminated material remains intact, it should
pose little or no risk to vessel crews.
4.2.10.3 Documentation
All NORM items that are required to be transported by sea shall be identified by a bright yellow
adhesive label affixed to the packaging. This shall display the international radiation
trefoil symbol and the wording “CAUTION – NORM Contaminated Material”.
The Master of any vessel required to transport these materials shall be provided with copies of
two documents:
• Hazardous waste transfer form, and…
• Waste identification label.
These shall identify the origin, form and description of each type of
waste.
Items shall also be detailed in the general manifest of the vessel issued by jetty or offshore
warehouse.
Limited quantities of smaller items that contain radioactive material (such as ionising smoke
detectors) shall be labelled as “Excepted Packages” and be transported with the standard
IMDG label numbered ‘UN 2910’ or ‘UN 2911’ depending on the nature of the material to be
shipped.
4.2.10.4 Instructions
Masters of any vessel required to transport NORM contaminated materials shall satisfy
themselves that the numbers of items to be shipped are in accordance with the associated
documentation.
The material may be capped valves, capped spools or sand/scale contained in multiple-
wrapped bags that must not be tampered or interfered with, in any way.
In the event that any item be damaged during transportation, all crew members shall
be instructed to keep clear. A radio message giving full details shall be sent to the installation
or JAOSB and the local asset RSO shall be contacted for advice.
Similarly, if there is doubt regarding package content or risk associated with any particular
item(s) to be shipped the same procedure shall be followed – in addition the Port Captain
and/or the Warehouse may also be contacted for further clarification or advice.
The safety of personnel whatever their location, shall remain paramount.
4.2.10.5 Protocol to be followed

The following is given as a standard procedure and practice for all transportation movements
of contaminated material in the NORM category…
1. The standard unit of measurement for NORM shall be the microsievert (µSv).
2. All contaminated material to be transported will be sealed/packaged and clearly
identified. Since the majority of material shipped shall have a reading less than 2.5 µSv,
normal PPE worn by deck crew personnel will be sufficient. Moreover, material reading
less than 2.5 µSv is of such low risk that there are no restrictions on the location of
stowage.
3. Any material to be transported that has a reading that exceeds 2.5 µSv is still safe
enough to transport without the need for additional PPE. However, this material should
be clearly identified and documented. It should also be loaded last and offloaded first
having been located at the stern during transportation to ensure maximum separation
from personnel and minimal exposure time to personnel. Despite these enhanced
transportation measures, it is emphasized that with low exposure times to vessel crews,
this material poses little risk.
4. Any NORM material to be shipped that has a reading in excess of 7.5 µSv shall be
subject to stringent controls. The Port Captain/RSO should be contacted for explicit
instructions and advice.
5. Valves that have no measurable NORM reading may be shipped without any of the
precautions detailed above.
4.2.11 Preparations for Offshore OSV Operations

The use of anchors to assist in cargo operations alongside Dubai Petroleum’s fixed
installations is prohibited. Supply vessels serving drilling rigs may sometimes moor using a
pre-positioned back down buoy and may also be permitted to anchor on approval of the Port
Captain.
If a supply vessel is to conduct mooring operations alongside, the installation shall ensure the
provision of adequate personnel in the correct locations to handle mooring ropes, and also
to assist in rigging operations with bulk hoses etc. Vessel crews should also be aware of the
hazards involved with handling mooring ropes in the confined spaces available at the sterns of
supply vessels. Any cargo in the area required for mooring operations must be discharged
before the vessel is moored.
All mooring equipment must be maintained in serviceable condition so as not to present
a hazard to deck crew when tying up and letting go. Drums, bits and leads should be free of
rust to avoid undue chafing of mooring ropes. Mooring ropes and wires should be inspected
regularly.
Requirements onboard the OSV for working alongside the rig/installation shall include but shall
not be limited to the following:
• Weather, sea, tide, current conditions are suitable and weather forecast favourable
for expected duration (particularly important for prolonged pumping operations);
• All propulsion systems are operational;
• All control systems are operational;
• All pump emergency stops are operational;
• Redundancy of essential machinery;
• Vessel’s electrical load spread by use of auxiliary generators and not totally reliant
on shaft-driven alternators;
• Master has given consideration to trim/stability of the vessel during progressive
loading/discharging;
• Crew are adequately rested;
• Crew are adequately briefed on the operation and wearing PPE (see 4.2.12 below);
• Communications established with all parties;
• Bulk transfer procedures are agreed.
Preparations onboard the rig/installation for supply vessels working alongside shall include but
shall not be limited to the following:
• Working zone alongside is clear of obstructions;
• The Master of the supply vessel shall be fully briefed regarding any ongoing
operations taking place on the installation;
• If applicable, the standby vessel shall be briefed on the operation;
• Weather conditions have been considered;
• Parallel operations are known and precautions established. Any impending
helicopter movements that may conflict have been considered;
• Bulk transfer operations have been agreed;
• Communications established between supply vessel and Crane Operator;
• Permission given by offshore Port Captain/Warehouseman (or other delegated
person) for the transfer to commence;
• Sufficient personnel ready to commence work and adequately rested;
• All cargo lifting equipment, hoses and other material are complete and in good order;
• Deck crew and Crane Operator are fully briefed and aware of their duties;
Limitations on the handling of cargo by crew boats are detailed in Section 7.
4.2.12 Conduct of Offshore OSV Operations

Prior to commencement of cargo operations, the person in charge of the operation onboard the
installation shall evaluate the cargo waiting to be lifted by the crane and shall consider any
consequential effects to the installation such as structural integrity. He shall limit cargo handling
according to the weather and also keep the Crane Operator informed and liaise with the Master
of the OSV regarding cargo embarkation priorities.
Any open skips/baskets to be offloaded from the OSV or back-loaded from the installation shall
be drained of any water prior to commencement of the lift and machinery oil drip trays shall be
emptied and cleaned prior to being back-loaded. Loaded skips will be fitted with a covering
cargo net.
All non-essential overboard discharges that could hamper safe vessel operations alongside the
installation should be shut down prior to the commencement of cargo operations. Should
the Master consider that an overboard discharge may cause distress or danger to personnel,
or to the vessel, he has the authority to cease operations and stand off until the discharge has
ceased or prevailing conditions keep the discharge clear of the vessel.
The Master has the authority to decide the sequence of cargo discharge to, and back-load
from, the installation. Moreover, all deck cargo must be stowed onboard the vessel to his
satisfaction. It shall be correctly stowed and secured for the intended voyage.
The person in charge of the operation onboard the installation shall also assess requirements
for any unusual lifts and specifically discuss appropriate handling procedures with the
Master, Crane Operator and other involved personnel.
When an OSV is bunkering water/diesel to a facilities platform, any heaving lines used for the
handling of hoses shall be of a buoyant fiber such as polypropylene.
All vessel cargo operations at offshore locations must be supervised at all times by the
deck officer in charge on the vessel.
The Crane Operator shall observe the procedures detailed in 4.2.13.
During adverse weather and under certain conditions of trim, considerable amounts of
water may be shipped over the after deck when a vessel is approaching an installation ‘stern-
on’. Crew members should be aware of and alert to this possibility and seek positions of shelter
and safety.
Appropriate personal protective equipment (PPE) must be worn during cargo handling
operations by the crew of a support vessel and by the quayside and installation personnel. This
should include but need not be limited to:
• High visibility coveralls;
• Safety boots;
• Gloves;
• Safety helmets complete with chinstraps;
• High visibility work vest;
• Eye protection (including shaded safety spectacles for high glare conditions).
Shaded glasses shall not be worn at night and ordinary sunglasses shall not be
substituted for safety glasses;
• Sun cream (high UV protection)
4.2.12.1 Offloading
Cargo handling must not commence until the person in charge of the operation onboard the
installation has inspected the manifest. He should be aware of the weight, type (container, skid,
basket, tubular, bundle etc.), and the nature of each lift (dangerous, toxic, radioactive
etc.) before it is commenced. The Crane Operator shall also be informed and be instructed on
the landing places for every lift.
The order of stowage is important so should be pre-planned to reflect order of discharge and
to minimize risk. Masters are encouraged to use a cargo planning form such as detailed in the
Appendix.
‘Cherry picking’ (the act of selecting individual containers from amongst a deck cargo parcel)
‘slotting’ and climbing on top of cargo is prohibited onboard Dubai Petroleum-chartered
vessels.
4.2.12.2 Back-Loading
Back-loading to the supply vessel must not commence until the Master is satisfied what is to
be transferred onboard his vessel. He should be aware of the weight, type (container, skid,
basket, tubular, bundle etc.), and the nature of each lift (dangerous, toxic, radioactive etc.)
before it is commenced. The Crane Operator shall be instructed on the landing place.
The order of back-loading is important so should be pre-planned as much as possible, despite
the nature of offshore operations. Masters are encouraged to use a cargo planning form such
as detailed in the Appendix.
During back-loading operations, the vessel deck crew should stand well clear and allow
the Crane Operator to place the cargo on deck before approaching the lift to disconnect the
crane.
The vessel crew will make best use of all ‘safe havens’; with particular reference to areas
outboard of the crash barriers. In special circumstances, and with special items of cargo,
the deck crew may assist with the placing of lifts after all relevant factors have been taken into
account and safe procedures established, and with the agreement of the Master and crew
members concerned.
The installation Crane Operator shall as far as is practical always endeavour to maintain a free
area around the cargo with due consideration for personnel (onboard the installation and the
supply vessel) allowing them protection and escape if so required. He should also understand
that each piece of cargo should be secured as soon as practical on arrival on deck of a supply
vessel when back-loading.
Tugger winches should be fully utilized on deck when safe to do so, in order to facilitate
rearrangement of deck cargo to maximize available deck space.
Areas on the deck of the vessel that are not to be used for cargo stowage must be clearly
marked or otherwise indicated. Emergency exits from within the ship to the cargo deck must
also be clearly marked in high visibility colours and must never be obstructed by cargo. If the
vessel is moored to the installation, an adequate area for handling lines must be left clear of
cargo at the stern of the vessel. Likewise, during pumping operations, adequate space must
be ensured for the handling of hoses and access to valves.
All cargo for back-load shall be inspected by a responsible person to ensure that it is in a
safe and secure condition and will not present a hazard to personnel. This shall include
checking that no loose items lie on top or inside the cargo, that the cargo is properly slung, that
all doors, lids etc. are properly secured and that open skips and baskets are fitted with nets or
covers.
Installation personnel shall remove ‘dangerous cargo’ labels from empty, clean containers
that are to be back-loaded. “Dangerous cargo’ labels must NOT be removed from empty
unclean containers.
All tubular back-loads should be indicated to the vessel in good time to allow for planning of
stowage.
4.2.13 Conduct of Crane Operations with OSVs

Crane operations shall be conducted in accordance with Dubai Petroleum’s current HSE
requirements regarding cranes and lifting operations and each vessel shall carry the
latest edition of the IMCA “Guidelines for Lifting Operations” and observe all applicable
practices.
Any load to be undertaken between installation and supply vessel that exceeds whipline
capacity should be regarded as a ‘heavy lift’.
Heavy-lifts and other non-routine lifting operations between installation and supply vessel
shall be subject to a risk assessment in accordance with Dubai Petroleum’s HSE requirements.
Additional procedures shall be issued as required.
The following shall be
observed:
• During all deck cargo operations, a minimum of three competent persons shall be on
the deck of the supply vessel (see also 4.2.2). This may be reduced to two at the sole
discretion of the Master if the vessel is exclusively engaged in pumping operations with
a single hose). One of these persons shall be suitably qualified to act exclusively as
banksman. He alone shall give clear signals to the platform/unit Crane Operator and
he shall supervise the cargo handling of the other (minimum of two) persons on deck.
The banksman shall be unambiguously identified to the Crane Operator prior to
commencement of operations and immediately on relief;
• The banksman shall wear a high-visibility vest and be equipped with a suitable radio to
communicate with the Crane Operator that shall be tested prior to commencement of
operations. He shall NOT be directly involved in physical handling of deck cargo;
• The Crane Operator must have direct radio communication to the bridge of the vessel
and to the banksman. It shall be properly tested prior to commencement of operations;
• The Crane Operator shall observe all radius tables and overload limits for his crane.
• These shall never be overridden.
• In all cargo work involving crane operations, whether in port or offshore the Crane
• Operator must have a clear view of the deck of the vessel. In exceptional situations,
where the Operator cannot see the vessel's deck, then the banksman must have a
clear view of the particular area and be able to safely direct the Crane Operator
accordingly;
• For offshore crane operations a safety pendant (‘stinger’) of sufficient length should be
• provided between either the ‘headache ball’ or floating block and the hook, all of which
should be of high visibility colour;
• For routine cargo operations offshore, only swivel self-locking safety hooks should be
used. For non-routine cargo, alternative hooks or lifting gear as agreed between the
Master and Port Captain/OIM (or his deputy) may be used, providing that such
equipment is fit for the purpose;
• The working limitations of the crane should be formally passed to the Master of the
vessel prior to commencements of operations;
• All heavy lift cargo should be indicated to the installation/vessel prior to
commencement of operations;
• All operations involving heavy lifts require suitable weather criteria which should be
discussed and limits agreed prior to commencement. Other operations, bulk handling
etc., may have to be suspended during the handling of heavy lifts;
• Due to restrictions on the general use of tag lines (see 4.2.15), their use for heavy or
large and unusual lifts shall be subject to prior agreement between the Master and
OIM/Port Captain. In all cases when tag lines are used, personnel shall be cautioned
never to move beneath a load to retrieve the line;
• Due account must be taken of ‘shock-loading’ caused by the vertical movement of the
vessel in the swell when the weight of the cargo is taken by the crane;
• Crane Operators must exercise care regarding removal of lifts from the vessel deck
well clear of any potential snagging points, particularly during significant vessel
movement. To this end, cargo such as low-height items, baskets, half-heights, etc.
should have been positioned clear of the vessel sides/barriers and away from forward
obstructions (see 4.2.8). Snagging from adjacent cargo may also pose such risks of
‘shock-loading’ to the crane.
• When planning the loading ashore, containers and pre-slinging arrangements should
be suitably de-rated to take account of the expected sea conditions during discharge
at the offshore terminal;
• As far as is practicable, all crane lifts made from or on to a supply vessel should not be
lifted directly over the vessel if the height of the lift above the vessel exceeds 3 meters
inclusive of any swell which may be in existence. Once the height of the lift exceeds 3
meters, the remainder of the lift should be made over water. Furthermore, the Crane
Operator should swing the load away from the vessel deck before lowering or hoisting
so as to reduce risk in event of crane failure.
4.2.14 Handling of Tubular Lifts

The handling of tubulars and pipes onboard the moving deck of a supply vessel presents
particular hazards to personnel who shall be properly supervised and briefed regarding
safe working practices. Where fitted, pipe stanchions to restrain the movement of such items
shouldbe used. These should be straight and fit securely in their locating holes. Securing chains
and bedding ropes shall be positioned beneath drill pipes, casing and similar cargo to ensure
that a restraining arrangement is present in the event of partial discharge.
A supply of large, soft-wood wedges is also useful for temporarily restraining tubulars between
lifts or while installing lashings. However, some of these should be provided with a rope ‘tail’ to
prevent hands becoming too close to cargo that may move.
When handling bundles of scaffold tubes that will be slung using wire strops, dunnage
and/or bedding ropes must be utilized to protect the loose-lifting gear.
Tubular cargoes should be pre-slung in bundles, or singly, and secured by bulldog grips or
other equivalent methods to prevent slippage. All lifts should be slung so as to be level.
Varying lengths of sling in one lift should not be used. See below regarding restrictions on the
use of tag lines.
The handling practices for pipes and tubulars should be a regular subject to be included
in vessel safety briefings, particularly when tubulars have not been handled for some time
and/or when new personnel have joined.
The handling of tubulars, pipes, scaffolding and irregular-shaped lifts is subject to stringent
restrictions during simultaneous diving operations adjacent to the vessel (Section 8).
4.2.15 Tag Lines

When authorized, tag-lines shall be used only on long and/or fragile items of cargo being
offloaded from a supply vessel to the installation and where risk-assessed, as appropriate. A
tag line is an aid to final positioning a suspended load when landing it and as such, is NOT a
means to counter movement of the lift while the crane jib is moving up/down/slewing or to
minimize the effects of adverse weather that would otherwise increase the risk of the operation.
The associated risks in the use of tag lines require special consideration and in line
with MSF/UK Oil & Gas recommendations, strict limitations have been imposed. Furthermore,
likelihood for increased risk is further enhanced on the moving deck of a supply vessel. In light
of this, the use of tag lines shall only be sanctioned after a Risk Assessment has been
undertaken.
A table that summarizes factors for consideration in any Risk Assessment concerning tag lines
is contained in Appendix B.:
This guidance may also be applied to certain cargo handling situations at
JAOSB.
The use of tag lines should be a regular subject to be included in vessel safety briefings,
particularly when new personnel have joined.
4.2.16 Sea Fastenings & Lashing of Deck Cargo

Vessel’s over 500 GRT are legally required to maintain a cargo securing manual on board the
vessel that has been approved by the Flag Administration in accordance with MSC.1/Circ.1353,
while vessels under 500 GRT are not. Nonetheless, it is the Masters responsibility to ensure
that all items of deck cargo are properly secured, thus ensuring the safety of the vessel, crew
and deck cargo, as follows:
• The Master shall ensure the all items of deck cargo are secured before proceeding to
sea;
• Whilst cargo for individual platforms and rigs may be secured as a parcel, all items of
heavy lift (in excess of whipline capacity) shall be secured singly;
• Tugger wires shall not be used as a means to secure cargo;
• Crew boats shall use webbing straps with galvanized clevis hooks to secure cargo;
• Cargo shall be positioned adjacent to crash barriers to enable securing subject to any
positioning requirements to minimize chances of snagging.
It is of the utmost importance that the Master shall ensure (prior to sailing) that cargo and deck
materials have been properly secured. Correct lashing material must be used, be properly fitted
and correctly secured on deck eye plates. Restraints shall remain in position until immediately
prior to discharge.
Lashing and securing gear must be in good condition and of adequate size and strength.
Securing points must be provided that will not give way when the vessel is subjected to heavy
movement.
When determining the type and extent of restraining arrangements required, the Master should
take into account the following:
• The motion characteristics of the ship;
• The anticipated weather;
• The freeboard;
• The nature of cargo;
• The number of installations to be worked.
When welded sea fastenings have been made on large, heavy or unusual cargo, these will
(obviously) require hot work for their removal, prior to discharge of the cargo. Hot work within
the control zone of an offshore installation is stringently regulated and the necessary permit
procedure shall be strictly followed before any such action is allowed to commence.
Subject to weather conditions and safety considerations, when at sea the deck lashings
should be inspected at least twice daily and entry to be made in the log book accordingly.
Under no circumstances shall redundant lashing material be discarded overboard.
4.2.17 Identification of Cargo & Materials

All cargo should be accompanied by a cargo manifest clearly identifying the goods and giving
details regarding the contents, destination, general dimensions and weight. If the Master of the
vessel is unable to obtain full details of cargo on the ship prior to loading at any port or
back- loading at an installation, an outline list giving brief details must be drawn up to the
Master's satisfaction, before loading is permitted to commence.
The Master has the authority to refuse cargo if insufficient information is given, the cargo is
incorrectly manifested, that there is a security risk or if he has reason to believe that dangerous
goods may be contained in unmarked cargo.
Notwithstanding that the description and weights of loaded containers are individually
declared on the manifest, offshore installation personnel should be careful not to underestimate
the mass of individual lifts.
All goods carried, including containers, skips, casing, tubing, pipes, etc. should be so marked
as to be readily identifiable from the manifest/cargo lists at all times. In addition, closed
containers should have their identification numbers clearly marked on the top so that the
installation Crane Operator and the bridge officer may easily identify each container.
All dangerous cargoes must be declared to the Master prior to loading and then be carried in
accordance with all current and applicable regulations (see 4.2.9).
4.2.18 Refrigeration Container Operating Procedures

External electrical sockets and fuses/circuit breakers onboard supply vessels chartered to
Dubai
Petroleum shall have adequate protective covers that prevent the ingress of water.
Prior to loading RCCUs on to vessels fitted with reefer power connections, the following points
shall be taken into account:
• Compatibility of RCCU with the ship’s reefer power supply;
• Positioning of the RCCUs to allow easy access to the ship’s power sockets;
• Positioning the power cables to minimize risk of damage;
• Positioning the power cables so that they will not present a trip hazard;
• As far as is possible and practicable, all RCCUs shall be loaded in one block;
• Route that the vessel is likely to take, and the likely order of discharge;
• RCCUs are to be classed as priority lifts and must be recorded on the vessel deck plan
as such. – The RCCUs should be loaded either first or last;
• Weather forecast to be encountered en route and consequently the most
advantageous stow to provide protection to the RCCUs;
• Orientation of the RCCUs to provide best weather protection;
• Access to RCCUs for the offshore locations to be visited;
• Connection/disconnection of power supply shall be conducted by ship’s crew;
• Unless frozen stores are back-loaded, RCCUs are not normally connected to the power
supply for the return journey;
• Regular temperature checks to RCCUs during journey to be taken by boat crew.
4.2.19 Requirements for Bulk Cargo Operations

Bulk transfer operations should only take place after all personnel involved are clear on
their roles and responsibilities, in particular those persons monitoring tank levels and setting
lines. In any event, ALL bulk transfer operations should follow the procedures laid out in the
following paragraphs.
The correct handling of bulk cargo is of vital importance to the efficiency and success of offshore
operations and depending whether the cargo is hazardous, also the safety of personnel
onboard the vessel. Masters must follow all requirements applicable to particular bulk cargo.
For all bulk cargo (wet and dry) that is unused, its chemical composition shall be known
and satisfactorily covered by MSDS sheets. However, when it comes to the back-loading
of used bulk and in particular contaminated wet bulk back-loading, there are areas of concern
that must be addressed. Stringent procedures shall be enforced to ensure the safety of
personnel, particularly those onboard the OSV that is transporting the material. These
requirements are addressed in 4.2.29.
4.2.20 Dry Bulk

The Master of the supply vessel shall ensure the following with regard to the loading of dry
bulk in port:
• At the time of presenting the vessel ready to receive cargo, empty silos shall be clearly
nominated, clean and dry with all fittings and screens intact. Inspection shall be
conducted to confirm they are ‘fit for purpose’;
• All loading and discharge lines on the vessel shall be clear of previous cargo residue;
• A competent crew member shall be nominated to be responsible for the loading
operation;
• Specification and quantity of cargo to be loaded shall be known with particular
emphasis on any hazardous or toxic properties.
Subject to his agreement, the Master shall endorse the quantity loaded statement, in
conjunction with the bulk chemical supply company representative and concerned Dubai
Petroleum personnel.
4.2.21 Drilling Fluids

The Master of the supply vessel shall ensure the following with regard to the loading of drilling
fluids in port:
• Prior to embarkation to ascertain the nature and any specific requirements or hazards
associated with the handling and carriage of the product. The MSDS data sheet shall
always be consulted;
• A safe system of work shall be complied with by crew and third-party personnel;
• A responsible person shall be nominated to be available for liaison in the provision of
vessel services for loading operations;
• Specification and quantity of cargo to be loaded shall be known with particular
emphasis on any hazardous or toxic properties.
Subject to his agreement, the Master shall endorse the quantity loaded statement, in
conjunction with the bulk chemical supply company representative and concerned Dubai
Petroleum personnel.
4.2.22 Noxious Liquid Cargo

Noxious cargoes such as brine, acids and methanol require special handling and stringent
controls are mandatory. These and others fall under the categorization of Noxious Liquid
Substances as detailed in the revised Annex II of MARPOL 73/78 that came into effect on
1 January 2007.
4.2.22.1 Noxious Liquid Cargo – Regulatory Requirements & Certification

The IMO has agreed that in the case of OSVs that carry limited amounts of certain hazardous
and noxious liquid substances in bulk, full compliance with the Chemical or Gas Carrier Codes
in order to satisfy the requirements of the SOLAS and the MARPOL Conventions is
unnecessary provided that…
• The discharge of Category A, B and C noxious liquid substances, or ballast water, tank
washings or residues or mixtures containing such substances, must be to the offshore
installation or to reception facilities in port; and…
• the ships comply with the guidelines developed by the Organization.
The guidelines referred to in 2 above have been promulgated under IMO Resolution A673 (16)
and are entitled “Guidelines for the Transport and Handling of Limited Amounts of Hazardous
and Noxious Liquid Substances in Bulk on Offshore Support Vessels”.
Dubai Petroleum embraces these guidelines and requires ship operators and offshore
installations to implement these as minimum standards regarding the carriage of
such substances by OSV to/from its offshore assets.
All vessels involved in the carriage of noxious liquid cargo in bulk are required to hold a
valid Bulk Chemical Handling (BCH) Code Ship Construction Certificate, and an
International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in
Bulk (International Noxious Liquid Substances (INLS) Code Certificate) covering the
substances in question. Alternatively, in lieu of the INLS Code Certificate, OSVs that carry
limited amounts shall be issued with a Certificate of Fitness issued under the provisions of IMO
Resolution A.673 (16).
The issue of a certificate denotes that the vessel has been surveyed to comply with, amongst
other things, the tank and pumping system design, in order to minimize residues remaining
onboard.
The certificate shall detail the specific substance(s) that the vessel is permitted to carry and
Masters and OIMs must be aware of this requirement in order to prevent back-loading an
unsuitable vessel with the wrong substance.
Each ship that is certified to carry a noxious liquid substance should be provided with a
Cargo Record Book and a Procedures and Arrangements Manual developed in accordance
with the provisions of the Standards for Procedures and Arrangements for the Discharge
of Noxious
Liquid Substances (Resolution MEPC.18(22)) and approved by the Administration.
The ship shall also carry a Shipboard Marine Pollution Emergency Plan in accordance
with
Chapter 7, Annex II of MARPOL 73/78 and approved by the Administration.
Prior to any vessel coming on-hire to Dubai Petroleum for the transportation of noxious
substances, the Logistics Marine Superintendent shall ensure that the above regulatory
requirements have been met. Furthermore as an added safeguard, procedures implemented
by suppliers of noxious substances should also ensure that only vessels with
appropriate certification are loaded.
A table that summarizes the hazards associated with liquid bulk is contained in Appendix
B.
4.2.23 Supply Vessel Pumping Procedures

The following procedures should be followed prior to and during any pumping operation
between the supply vessel and a Dubai Petroleum installation:
All supply vessels on charter to Dubai Petroleum required to pump bulk cargo (i.e. fuel,
water, dry drilling bulk, liquid drilling bulk, etc.) shall be provided with remote stop controls in
the wheelhouse to facilitate immediate shut down of operations.
Wherever possible, containment arrangements should be in place at all coupling and
connection points.
Whenever possible, transfers of hydrocarbons should be avoided during hours of
darkness.
4.2.23.1 Preparations onboard the Installation

Prior to the commencement of the pumping operation, the person in charge of the operation
shall in good time ensure the following:
• Hoses to be used should be visually inspected and any doubtful sections should be
replaced. Hoses should be fit for purposes;
• Bleed-off/test cocks shall be operational (located near the hose connection point) to
enable crew to check that pressure is off the system prior to connection/disconnection;
• Slings and lifting points should be checked and replaced as necessary;
• During the rigging of the transfer hose a competent person should be in overall charge
of the operation;
• Vent lines should be in good condition;
• Taking account of wind direction, measures should be taken to ensure that venting of
dry bulk materials does not disrupt any adjacent operations;
• Underdeck illumination shall be adequate for night operations.
The following information should be obtained by the installation from the supply vessel
before any transfer takes place:
• Estimated pumping rate for each product;
• Length of time required to give warning to routinely stop transfer;
• Emergency stop procedures;
• Position(s) of deck manifolds.
4.2.23.2 Preparations onboard the OSV

The following information should be obtained by the supply vessel from the installation
before any transfer takes place:
• Size, length and colour code of hose(s) to be used;
• Type/size of connection;
• Maximum loading rate/pressure allowed;
• The quantities (volume/weight) of products to be transferred, and order of transfer;
• Procedures for the venting and blowing through of hoses;
• Positions of vent lines (for dry bulk);
• Position(s) of loading points.
• The Master shall ensure the following:
• All pollution prevention equipment is ready (per the SOPEP, if applicable);
• All manifold valves are in good condition;
• Personnel are properly briefed;
• Familiarization of key personnel with the location of all tank gauge sensors so that a
sounding correction can be made for the list/trim of the vessel.
4.2.23.3 Conduct of the Transfer

Following connection of the hose and with the installation’s lines set, the supply vessel should
be instructed to commence transfer of liquids at a slow rate while all hoses and lines are
checked for leaks.
For dry bulk transfers, compressed air should be used to test lines and prove connections
before transfer commences and if all is well, the supply vessel will be given permission to
increase the transfer rate to that previously agreed.
During periods of darkness, there must be adequate illumination – enough so that the hose can
be observed at all times.
Vigilance shall be maintained at all times, particularly with respect to activities onboard the
installation that may affect the OSV - in particular, overboard discharges, venting activities and
adjacent work. In the event the operation is affected by such a situation, the installation shall
be informed immediately and the Master must be fully prepared to abort the operation.
At all times during the transfer, communications shall be maintained between the installation
and the supply vessel.
At all times that the supply vessel is connected, the Crane Operator shall remain available
in case of the requirement for quick release.
4.2.24 Bulk Transfer Equipment

A table that summarizes offshore equipment requirements for bulk transfers is contained
in Appendix B.
4.2.25 Colour Coding

Dubai Petroleum observes industry-recognized colour-coding for bulk hoses. Details are given
in the table contained in Appendix B.
4.2.26 Use of Purge Air

The Vessel Master shall always purge systems with air prior to starting a transfer to ensure
that the lines are clear and correctly set.
On completion of a transfer operation the lines shall always be blown clear of powder.
Installations should be aware that some older vessels may be fitted with 40psi bulk systems.
If circumstance dictates that the installation be required to blow back air to the vessel,
then extreme care shall be taken not to overpressure the vessel’s system.
4.2.27 Hydrocarbon Transfers – Specific Requirements

The following procedures shall be observed as applicable:
• For all routine hydrocarbon loadings, tanks shall be filled to a maximum of 90%
capacity;
• Each installation shall use a location-specific checklist. The checklist shall be
laminated and condensed to a single page. As an ‘aide-mémoire’ for line setting, the
reverse side of the checklist shall contain a diagram of the line, valve and pumping
systems;
• All checklists shall be consistent with the requirements of MARPOL 73/78;
• Preference shall be given to hydrocarbon product transfers taking place during daylight
hours;
• No transfers shall take place in marginal conditions without a risk assessment;
• A watch keeper shall be deployed with appropriate means of communication, to be on
continuous duty to monitor hoses and report all overside activity;
• Not more than one hydrocarbon product shall be transferred at any one time without a
risk assessment (products other than hydrocarbons may be discharged simultaneously
but subject to proper and continuous supervision being ensured).
4.2.28 Fuel Handling Equipment

The following shall be observed:
• Particular attention should be paid to the condition of hoses and connections to identify
any chafed or worn areas. Connections should be inspected at each use and 'Dry
Break' type couplings used where possible. In cases where ball valves are used in the
end of fuel hoses arrangements should be made to avoid the possibility of the valve
handle being damaged when the hose is landed on the supply vessel deck;
• Hoses shall be fitted with high-visibility flotation collars;
• All ‘leak-sensitive’ valves shall be identified locked and labelled. These shall include
vessel side master bunkering valves, as well as, internal crossovers. Movement of the
above valves shall be conditional on the operator being authorized and in possession
of the hydrocarbon transfer checklist;
• Measures must be adopted to ensure that hoses passed to or from the vessel are empty
and not under any pressure. All other precautions necessary should be taken to avoid
the possibility of spillage of oil products and consequent pollution.
4.2.29 Transportation of Contaminated Liquid Bulk

In the course of well operations, water based fluids such as seawater, brine or water based
mud may become contaminated, commonly with oil based mud or base oil from oil based mud
that cannot be legally discharged to the marine environment. A requirement therefore
arises for these contaminated fluids to be returned to shore for treatment or disposal.
Small volumes may be transported in tote tanks or similar carrying units, properly managed,
documented and labelled for handling and transportation.
For large volumes of contaminated liquid bulk back-load (wet bulk waste) previous and often
widespread general industry practice has been to back-load to the mud tanks in non-specialized
OSVs. This has raised grave concerns within the industry for the following reasons.
• It is difficult to accurately describe the chemical make-up of such fluid, thus preventing
provision of an MSDS;
• Gas testing on OSVs returning to shore with this cargo found on a significant number
of occasions, high levels of H2S in the atmosphere above the cargo. Lower Explosive
Limit (LEL) tests also revealed an explosive atmosphere in excess of that which the
OSVs being examined had the capability to safely transport;
• Mud tanks in OSVs are not designed or classified to contain and transport wet bulk
cargo with a flash point of less than 60°C (pump rooms and pumping systems not being
intrinsically safe). Specialized* OSV’s with onboard systems fit-for-purpose must be
utilized.
*For example, constructed under the provisions of IMO Resolution A.673(16) and issued with
a Certificate of Fitness in Compliance with MARPOL Annex II (for specific types of cargo).
When this requirement arises at any Dubai Petroleum installation, specific precautions shall be
required and in particular, analytical tests should be carried out and made available to the
Ship's Master prior to back-loading, confirming that flash point exceeds 60°C and that there is
no trace of H2S in the product mass.
Where high LEL values are recorded, this indicates contamination with crude oil
and condensate. The bulk mud tanks on OSVs are not designed for this purpose and under
NO CIRCUMSTANCES should fluids contaminated with the mentioned products be back-
loaded to an OSV’s mud tanks.
Due to the inherent physical properties of wet bulk waste, these tests can only be indicative
of the constituent make up and reactive qualities of the material. The Laboratory Technician
onboard the installation may conduct the testing. Alternatively, samples may be sent ashore
for analysis if practical. In either case, the results of the tests must be made available to the
Master of the OSV prior to the back-loading hose connection taking place. Once tests have
been carried out, no more fluid should be added to the intended cargo on the installation. If any
further additions are made a further test will be required.
The results of these tests will allow the Master, through confirmation with the checklist given
in the Appendix, to establish if the back-load is acceptable for carriage onboard the OSV.
Acceptance is based on the reported analytical information and the measured physical
properties, the known nature of the chemical make-up and the previous cargo carried in the
OSV’s tanks. A generic risk assessment should be available onboard the OSV and updated
when new, improved or different information and circumstances become apparent.
Installation staff should be aware that in certain circumstances the Master of the OSV
may require advice from the OSV’s onshore technical advisors and that a response from
onshore may take time to progress. If there is any doubt regarding results repeat the tests and
review.
The back-load hose should not be sent to the OSV and connected up unless there is agreement
between the OSV Master and the OIM, or his delegate, that the back-load is acceptable for
transportation.
4.2.29.1 Composition of Wet Bulk Waste

The final wet bulk waste may contain components and formulated mixtures including:
• Water (both seawater and potable water)
• Oil base mud
• Base oil
• Water base mud
• Well bore clean up detergents
• Completion brine (including corrosion inhibitors, biocide etc.)
• Cement spacers
• Rig wash
• Brines containing various salts.
The major component is normally seawater and the proportions of the other constituents are
variable. The wet bulk waste is likely to be heterogeneous in that oil mud will separate to the
bottom, base oil to the top, with seawater in between. OSV motion will not normally be sufficient
to mix and stabilize the cargo to a homogeneous form.
4.2.29.2 Testing prior to Back-load

A wet bulk waste may contain a significant number of chemicals for which MSDS are available
offshore. It is not practicable, however, to develop a description of the wet bulk waste from such
an array of documents. Although MSDS will be available for formulated mixtures, there may
still be uncertainty in describing the properties of the wet bulk waste. As a precaution the
following tests should be carried out, prior to back-loading, in order to assist confirmation of the
potential hazards:
• pH Numerical range 0 - 14
• Chlorides mg/l
• Retort Oil content volume %
Water content volume %
Solids content volume %
• Flash point (closed cup) °C
• Noxious gases LEL Explosive gases, H2S,
Oxygen
• Bulk density Specific gravity
The analysis should be carried out in a timely fashion on representative samples of each
wet bulk waste intended for back-loading. If back-loading is delayed for any reason, such as
bad weather, it should be noted on the analysis form. If there is any doubt regarding results,
the tests should be repeated and reviewed.
4.2.29.3 Further testing on the OSV

There is no onus on the OSV to carry out further tests. Tank hatches cannot be removed
offshore because of safety. Furthermore, tests on board the OSV at the time of back-loading
are only possible if sampling ports are available. Consideration should be given to installing
suitable sampling ports onboard OSVs to allow the use of the LEL/H2S meter. (Usually this can
be dropped from the vent system using the extended sniffer hose). If testing

has not been carried out, the receiver handling the back-load in harbour should be advised and
the material condition should be deemed fit for transportation onshore prior to that occurring.
Loading on top of product already in ships tanks should be avoided, however when the
back- load is to a dirty tank (containing material from a previous oil contaminated back-load for
example) the previous documentation should be reviewed. The potential for biological activity
resulting in H2S in the dead volume and sludge must be determined. Should the overall pH be
reduced through mixing of the fluids H2S breakout could occur.
Back-loads should be discharged from the OSV as soon as possible. The need to clean
the tanks should be reviewed on each trip to minimize the risk of biological activity and H2S
build up from any solid residue.
4.2.29.4 Testing at JAOSB prior to Offload

As a matter of standard procedure, a gas test for LEL and H2S must always be performed
on the OSV tanks containing the back-loaded wet bulk waste prior to offloading in port. The
ullage air space in the tank will be sampled to confirm that no change of condition has occurred.
The receiver of the waste shall consult the analysis form that was completed offshore and any
significant discrepancy will result in a repeat test and review of the results until the Master,
Receiver of the waste, the Jetty Master and any surveyor that is present are satisfied that the
composition of the waste has been established so that the transfer may take place. Such a
divergence of analysis may also justify raising an SMS non-conformity unless the discrepancy
can be satisfactorily explained.
Such a difference could be explained, for instance, if the wet bulk waste has been back-loaded
into tanks already containing oil based mud residues.
Test results should also be provided to tank cleaning companies in the event tank cleaning is
required.
4.2.29.5 Documentation & Reporting Requirements

MSDS documentation of the components and mixtures must be made available to the OSV
Master. Moreover, IMDG manuals must be carried on the OSV for all types of chemical
materials shipped.
A waste consignment note shall be also normally generated to accompany the wet bulk waste
being back loaded. This should reference the attached analysis form that shall be found in
Appendix B.
The completed analysis form shall be reviewed by the Installation OIM or his delegate to
confirm the back-load is safe to transfer.
The waste consignment note and analysis form shall be made available to the OSV Master
prior to back-load operations for review and comment and once it is agreed to back-load, a
copy shall be forwarded to the Waste Receiver onshore by the Offshore Installation.
A dangerous goods certificate must be provided by the Offshore Installation based on the
requirements of the individual component MSDS.
5. Dynamic Positioning (DP) Operations

Special Notes concerning terminology throughout this Section:
• The abbreviation “DP” means “dynamic positioning” and NOT “Dubai Petroleum”;
• Where the word “operator” has been used singly, this shall refer to the “DP operator”
whereas the conjunctive term “Ship Operator” shall always be used for this meaning.
5.1 General
The purpose of this procedure is applicable to all vessels operating with a DP system at a
Dubai Petroleum offshore location and it shall assist in the safe planning, preparation and
performance of these operations.
Nothing in this section shall supersede the spirit or letter of any legislation that covers the
authority and responsibilities of individuals on board DP vessels or representatives of
owners/operators ashore.
The main regulatory references for DP operations are IMO MSC Circ.645 – “Guidelines for
Vessels with Dynamic Positioning Systems”, IMCA M103 – “Guidelines for Design
and Operation of DP vessels”, IMCA M182 – “International Guidelines for the safe Operation
of Dynamically Positioned Offshore Supply Vessels”.
5.2 Dubai Petroleum Pre-Hire Documentary Requirements for DP Vessels

DP vessels chartered by Dubai Petroleum shall comply with applicable requirements detailed
in the references above and if guidelines, Class Rules and/or legislations differ, the more
rigorous requirement(s) will always be applied.
DP vessels to be chartered by Dubai Petroleum shall demonstrate during pre-hire inspections
that the following documentary requirements have been met:
• A valid ‘Flag State Verification and Acceptance Document’ (FSVAD) has been issued
and that no significant changes to the DP system have been made since the issue of
that FSVAD;
• Complete DP system drawings are onboard;
• Pre-installation documentation and certification is onboard to verify that when the
system was installed and if modified that all systems and major components were
tested and duly certificated);
• Records of DP proving trials are onboard and complete. These shall include results of
the Harbour Acceptance Trials (HAT), Customer Acceptance Trials (CAT) and Failure
• Mode and Effects Analysis (FMEA) updated with any subsequent modifications;
• Systematic description of all systems and major components of the DP system is
onboard (usually accommodated within the FMEA);
• DP operations manual is onboard, up-to-date and complete;
• Responsibility and organization for all onboard DP operations is clearly defined (to be
found in the DP operations manual);
• Emergency control and response procedures have been clearly defined (to be found in
the DP operations manual);
• DP checklists and control procedures are specific to the vessel (to be found in the DP
operations manual);
• Full records of each annual DP trial with confirmation that they were witnessed
independently;
• Full records of 5-yearly DP trials (conducted as part of each Class ‘Special Survey’);
• Records of DP capability plots that determine by calculation, based on assumed
propulsion power, the position keeping ability of the vessel in fully intact and in certain
degraded conditions and in various environmental conditions (they should be used in
the risk assessment process used to determine the safe working limits at offshore
installations);
• Records of DP footprint plots that show the vessel’s excursions in relation to the
selected target position, thereby the tightness of the position keeping circle. They are
also valuable in assessing the validity of the DP capability plots. Where there are
differences between the measured footprint plot and the theoretical capability plot, the
ship operator should ensure that the results of the footprint plot take precedence over
the capability plot. Where the results are significantly different from the capability plots
then further investigation is required;
• Risk Assessment procedures for DP operations;
• Planned maintenance records as part of the ship’s SMS;
• Qualifications of DP watch keepers including personal DP log-books.
The Surveyor representing Dubai Petroleum must be satisfied that there is an unbroken
record of the status of the DP system since installation, in particular the testing of major
components and practical trials from the initial DP proving trials through the subsequent annual
and 5-year trials to the present day. These must reflect any significant changes and
modifications made to the DP system.
5.3 DP Equipment Classes (IMO)

Equipment classes are defined by their worst-case failure modes, in accordance with the
following IMO definitions contained in MSC Circ.645:
5.3.1 Equipment Class 1:

Loss of position may occur in the event of a single fault.

Loss of position is not to occur in the event of a single fault in any active component or system.
Normally, static components will not be considered to fail where adequate protection from
damage is demonstrated and reliability is to the satisfaction of the Administration. Single failure
criteria include:
• Any active component or system (generators, thrusters, switchboards, remote
controlled valves etc.);
• Any normally static component (cables, pipes, manual valves etc.) which is not
properly documented regarding protection and reliability;
• A single inadvertent act should be considered as a single fault, if such an act is
reasonably probable;
• MSC Circ.645 also gives guidance on the functional requirements for all components
in the DP system.

• For equipment class 3, a single failure includes:
• Items listed above for class 2 and any normal 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;
• A single inadvertent act should be considered as a single fault, if such an act is
reasonably probable;
• MSC Circ.645 also gives guidance on the functional requirements for all components
in the DP system.
5.4 Classification Society Notations

The main classification societies have used the IMO principles of equipment class and
redundancy requirements as the basis for their own DP rules. However each is different,
and none is a direct copy of MSC Circ.645.
The following table provides an overview of the main classification society DP class notations
for IMO equipment classes 1-3:
EQUIPMENT
LR DNV ABS GL BV KR
CLASS
DYNPOS Dynapos
Class 1 DP (AM) DPS1 DP 1 DPS(1)
AUT AM/AT
DYNPOS Dynapos
Class 2 DP (AA) DPS2 DP 2 DPS(2)
AUTR AM/AT R
DYNPOS Dynapos
Class 3 DP (AAA) DPS 3 DP 3 DPS(3)
AUTRO AM/AT RS
There are additional class notations outside of those detailed above that some societies have
categorized for lower levels of equipment. These have not been detailed since it is not
envisaged that Dubai Petroleum would utilize such vessels for their DP capabilities.
5.5 Responsibilities
The following responsibilities are clearly defined with respect to all DP Operations
conducted at
Dubai Petroleum assets:
• The Master is responsible for carrying out safe Dynamic Positioning operations, and he
shall observe the proper implementation of the procedures contained in this document,
the DP Operation Manual and all other ship-specific procedures and relevant
regulations, guidelines and instructions;
• The Operator of the DP vessel shall ensure that all DP operators that are selected to
join the vessel are properly qualified and suitably experienced for the duties that they
are to perform (see 5.9);
• The Master shall ensure that all DP operators that join the vessel are supervised in
their DP duties until he is satisfied that they are properly familiar with the DP system
onboard, the operating manual and all other required procedures;
• Irrespective of the area in which the DP vessel is working, it is a fundamental necessity
for the operator of the vessel to define the responsibilities and authority of key
members of the crew depending on the role of the vessel. This may be the Chief
Engineer and Chief Officer, or if the vessel is to be engaged in diving operations, the
Dive Supervisor when diving is taking place;
• If the DP vessel is a drill ship, the operator of the vessel shall define the responsibilities
and authority of key members of the crew and special personnel such as the Chief
Engineer, Toolpusher and Driller for when the ship is engaged in drilling;
• For DP diving ships, the DP operator and Diving Supervisor are key personnel in case
of an emergency situation and as such shall maintain close communications at all
times. Both must be thoroughly familiar with their own and each others relevant DP
procedures and potential problems in operations, especially during alerts.
• For DP drill ships, the DP operator and Driller are key personnel in case of an
Emergency Disconnect (EDS) and as such shall maintain close communications at all
times. Both must be thoroughly familiar with their own and each-others relevant DP
procedures and potential problems in operations, especially during alerts.
5.6 Conduct of DP Operations

All DP vessels that operate at Dubai Petroleum offshore assets shall observe the requirements
and follow the general guidance given in this section. Enhanced requirements for specific types
of vessel operations such as diving will be detailed in separate, dedicated sections.
5.6.1 Specific Site Conditions

When a DP vessel commences operations at a Dubai Petroleum offshore asset, a site-specific
document shall be generated as an attachment to the existing DP operations manual. This shall
comprise field/site and/or project related information and could include any specific Dubai
Petroleum requirements, applicable operational constraints concerning the site, plans for
positioning, handling equipment, interfacing with other units, references to any bridging
documentation, relevant requirements relating to nearby platforms and any changes to normal
procedures due to special circumstances.
This information shall be compiled in consultation with the Dubai Petroleum Representative
onboard and as necessary with the Port Captain.
5.6.2 Navigational Safety

Masters of DP vessels should ensure that the correct lights and shapes are displayed in
accordance with the latest international regulations for preventing collisions at sea. The
Master of a vessel restricted in its ability to maneuver should give early warning that it is unable
to maneuver to any vessel which appears to be on a collision course, using visual and sound
signals.
Masters should also be reminded that by the present rules, whereas power driven and sailing
vessels are required to keep out of the way of a vessel restricted in its ability to maneuver (for
example a DP vessel engaged in underwater operations), a vessel engaged in fishing when
underway, is required only ‘so far as possible’ to do so.
The proper use of radar, automatic collision warning systems and automatic identification
systems should not be overlooked.
In the case of a DP drill ship there is an option for the vessel to display the lights and shapes
of an installation when the vessel is connected to the seabed by means of a riser/drill string. If
this option is considered while in a Dubai Petroleum field, the Master must discuss with the Port
Captain.
5.6.3 Arrival Checks

Arrival checks should be carried out before the vessel comes within 500 meters of the
installation for the first time. The purpose of the arrival checks is to ensure satisfactory operation
of the DP system and should include full functional checks of the operation of the thrusters,
power generation, auto DP and joystick/manual controls. The checks should also ensure that
the DP system is set up correctly for the appropriate DP capability class requirements.
These checks should be documented and kept onboard the vessel.
There should be an effective means of communication between the DP vessel and the
installation. Including key personnel/locations onboard the installation.
5.6.5 Approaching the Installation

The vessel should be maneuvered at a safe speed when inside 500 meters of the installation
after obtaining permission to enter and shall not approach the installation unless authorized
to do so. When making a final approach to the installation the vessel should not head directly
towards it. Where a final approach is made to the installation having conducted DP set
up checks, this approach should be conducted on DP or in manual control using the DP joystick.
5.6.6 DP Location Setup Checks

Location setup checks should be carried out on every occasion and before the vessel
moves into a final working location. The principal objectives of these checks are to assess the
vessel’s station keeping performance at the working location and to ensure that the position
reference systems are properly set up. These checks should be carried out at a safe
distance from the installation, in the region of 50 meters. They should also be carried out,
wherever possible, at a location where in the event of a loss of thrust, the vessel would drift
clear of the installation. These checks should be documented and kept on board the vessel.
5.6.7 Safe Working Location

For all operations it is safer to work on the lee side of the installation than on the weather side.
Even where Table 2 (5.8.2) shows that vessels may operate on the weather side, it is always
preferable to set up on the lee side when job specific requirements (i.e. diving ops) do not
necessarily require a particular location (i.e. supply vessel work).
If the vessel is to work to windward (or up current) of a platform or obstruction, the additional
power that might be required to reach a safe situation should be considered when safe working
limits are determined (see 5.6.9).
Other elements to be considered in selecting a safe working location include the position and
reach of the installation cranes, obstructions on the installation and interaction with adjacent
operations.
5.6.8 Safe Working heading & Escape Route

If operational constraints allow (i.e. diving or drilling requirements) the most appropriate vessel
heading should be selected on the basis that it may be necessary to make a rapid escape from
the installation by driving ahead or astern. It can be an advantage to provide a good steadying
vector by placing the vessel such that environmental forces are opposed by a steady-state
thrust output.
An escape route should be identified. The escape route should provide a clear path for
the vessel to follow when making a routine or emergency departure from the installation. Other
vessels should stay clear of the escape route. The escape route should if possible, extend 500
meters from the installation.
5.6.9 Environmental Considerations

Environmental forces are never constant. Wind, current and swell should be monitored
continuously as should their effects on position keeping.
Great care should be taken where there is likely to be sudden wind and/or current changes.
Preventative measures may require the vessel to cease operations during these periods and
move off to a safe location.
Electronic monitoring methods, such as wind sensors and resultant force vectors, provide
the DP control system with inputs, but these methods should be supported by visual monitoring
and forecasting.
Masters should be alert to tidal change or local phenomena that might cause a critical excursion
or excess of safe working limits.
Great care should also be taken when lightning strikes are likely. Preventative measures
may also require the vessel to cease operations during these periods and move off to a safe
location.
In reduced visibility, decisions about the suitability of conditions for continued working should
rest with the Master. A proper lookout should be kept that includes using the radar and making
plots. All regulations for preventing collisions including sound signals should be observed and
work terminated if the Master considers that there may be requirements to take collision
avoidance action (see also 5.6.2).
The Master shall ensure that reasonable precautions should be taken in accordance with good
marine practice to ensure that forecasts of changing weather conditions are obtained and acted
upon. The Fateh Port Captain shall ensure that field weather forecasts are disseminated to DP
vessels operating in the area for Dubai Petroleum.
5.6.10 Maintaining a Safe Working Location

A safe working location shall be maintained at all times at the installation. In particular this will
require constant vigilance in respect of a possible accumulation of a number of hazards. These
could include, for example, those from environmental forces and other potential dangers,
such as marine and airborne traffic, or cargo operations. It will also require the vessel to
operate within its design parameters and within the range of the vessel’s DP capability plots.
Unrestricted view of the work area from the DPO position is important. If this is impeded, the
use of CCTV may assist and consideration should be given for additional observers situated at
the best vantage points.
5.6.11 DP Operator Handovers

Whenever possible, watch handovers should take place when the vessel is in a steady state
and where the vessel is settled in position. Using a checklist handover ensures that all relevant
information is passed on to the oncoming watch keeper.
5.6.12 Onboard Engineering, Electrical and Electronic Support

An engineer should be available when the vessel is within 500 meters of the installation. On an
UMS vessel it may not be necessary for the engineer to be in the engine room, subject to the
agreement of Dubai Petroleum. For a vessel without UMS the engineer would need to be in the
engine room. Wherever possible, electricians and, where carried, electronics officers should
be on call when the vessel is inside the 500 meter zone. Engineers, electricians and electronics
officers should take account of the following when the vessel is inside the 500 meter zone:
Maintenance shall not be conducted on any machinery or equipment that could affect the DP
system while the vessel is on DP. In the case of any doubt, the DP bridge watch keeper must
always be consulted.
If problems or potential problems are detected with any DP or associated equipment during a
DP operation then the DP bridge watch keeper must be informed immediately.
5.6.13 Critical & Allowable Vessel Excursions

Masters shall ensure that critical and allowable excursion limits are set. The critical limit should
not exceed half of separation distance between the vessel and the installation. The allowable
limit should not exceed half of the critical limit.
5.6.14 Electronic Off-Position Warning and Alarm Limits

The electronic warning limit should not exceed the allowable excursion limit above. The
electronic alarm limit should not exceed the critical excursion limit above. For
example, where the separation distance is 10 meters, the warning limit should not exceed 2.5
meters and the alarm limit should not exceed 5 meters. However, wherever possible, the
warning and alarm limits should be less than the critical and allowable excursion limits.

5.6.15 Electronic Off-Heading Warning and Alarm Limits
The electronic off-heading warning limit should be set at a value that does not result
in movement of any part of the vessel greater than the allowable excursion limit.
The electronic off-heading alarm limit should be set at a value that does not result in movement
of any part of the vessel greater than the critical excursion limit. However, wherever possible,
the off-heading warning and alarm limits should be set at lower values. In setting the off-
heading limits, consideration should be given to the alignment of the vessel and the installation
and the vessel’s point of rotation.
5.6.16 Position & Heading Changes

Changes in vessel position and heading are frequently necessary during DP supply operations
typically because of wind and/or current changes, or for operational reasons. Moreover,
such changes should be carried out in small increments. Operators should be aware of the
potential dangers of a number of cumulative changes, e.g. that they may affect the line-of-sight
for some position reference systems, such as ‘Fanbeam’.
5.6.17 Power Consumption & Thruster Output Limits

The power and thruster limits will depend on the nature of the vessel/installation interface and
be subject to agreement between the Master and the OIM. DP2 and DP3 vessels may be
permitted to operate to DP1 standards when (and only when) a DP class 1 vessel would be
permitted alongside (see 5.8.2 – Table 3).
For vessels that are operating to DP class 2 or 3 standards, the limits should be set so that the
vessel will be left with sufficient power and thrusters to maintain position after worst case failure.
Therefore, two possible limits are possible:
For DP capability 2 and 3, the vessel operates to worst case failure in the given environmental
conditions, typically half the propulsion;
For DP capability 1, the vessel operates to the intact capability in given environmental
conditions.
It is a requirement of Dubai Petroleum that DP vessels shall continuously monitor power
consumption and thruster output limits. This should include the use of the DP computer
system’s ‘consequence analyzer’ (see 5.6.18 below) and also require effective DPO watch
keeping.
5.6.18 Consequence Analyser

The ‘consequence analyzer’ monitors power and thrust output and gives a warning to
the operator when it is calculated that the vessel will lose position if the worse-case failure
occurs. Whenever the consequence analyzer alarms, the vessel is in a degraded operational
condition and appropriate action should then be taken to ensure the safety of the vessel.
Appropriate action will include a degraded condition risk assessment (see 5.8.4).
5.6.19 Safe Operating Limits

The overriding principle shall be that safe operating limits must be determined and, they shall
be agreed with Dubai Petroleum prior to the start of any operation.
Safe operating limits are not solely based on power consumption and thruster output levels. In
setting safe operating limits, consideration should be given to other relevant factors such as
awareness of the weather environment, the nature of the operation, the safety of the crew
and the time needed to move clear. The safe operating limits should be governed by risk
assessment.
5.6.20 Position Reference Systems

The number and type of position references required will be determined by the assigned DP
equipment classification and shall also depend upon the nature of the work to be performed,
plus the operating environment. Care is needed to determine whether redundancy is completely
provided by duplication of similar types of sensors.
All position reference systems should be designed so that they cannot show an unchanging
position in the event of a failure when data is lost and the vessel is moving – they must alarm
in the event of such a failure.
The hydro-acoustic position reference system (HPR) should be designed so that it cannot
accept any signal that is not intended (by design or procedure) to be used for position
information. The limits of performance of an acoustic position reference should be determined
prior to work commencing so that the limits of movement of the vessel using the HPR, as
deployed, are known.
Seabed sensors that are tethered, or attached to vessel equipment, so that they could give a
false steady position reference with the vessel moving, should be avoided whenever
practicable, and this limitation considered when determining redundancy and safe working
limits. The positioning of acoustic units in the hull should take into account the likely sources of
noise that could interfere with the acoustic signals and result in the loss of position reference
data. If two acoustic systems are installed, their independence or dependence should be clearly
established and this reflected in how they are treated by the DP control software.
Deploying more than one transponder does not make the acoustic position reference
redundant if it is still subject to a common failure mode, for example thruster noise.
Short range radio position reference systems can suffer sudden failure from loss of line of
sight or a fault at a remote station. They should be designed so that they cannot accept any
signal that is not unique by design or procedure to the DP vessel on which they are being used.
Precautions should be taken to avoid all failures or faults that cause the position data to ‘freeze’,
irrespective of whether the vessel is stationary or not.
The use of Differential GPS (DGPS) as more than one position reference depends on the
level of independence achieved with respect to hardware and software, the number of satellites
available, the antennae locations, the quality and number of differential corrections available
and their effects if giving the same incorrect data. However when two separate DGPS inputs of
position are used by the DP control system, their contribution to the estimated position together
with other position references needs to be properly balanced. Here balanced means that
two DGPSs (or GPS or GPS Relative) should never out-vote one or more other position
references and operate the system such that a loss of position could result.
The DGPS input should also provide information on fix quality for use by the DP control
systems.
Wherever possible, if multiple position references are in use, they should be independent of
each other and should be based on different principles.
When multiple position reference systems are selected to the DP control system, the
DP operator should confirm that they are working correctly before selection. Once accepted by
the DP control system, information should be provided to assist the operator with decisions
about individual reference system performance and malfunction. This can be provided in the
form of warnings, alarms and trend graphs of standard deviation or equivalent. Sensors which
fail or provide data outside pre-set limits should be automatically de-selected by the DP
control system.
The use of pseudo signals to simulate a different position reference so that the DP control
system can accept it, for example accepting the DGPS signal as an Artemis signal on the DP
control where there is no available input for DGPS itself, should be avoided whenever possible.
If such use is unavoidable all failure modes should be thoroughly tested.
Where a work location is not fixed, such as an FSU or spar buoy, a relative position reference
system should be used.
Relative systems include, for example, Fanbeam, CyScan that are laser-based systems.
DARPS (differential, absolute and relative positioning system) may be utilized in both modes.
The use of relative and absolute position reference systems together is not recommended and
can cause conflicts.
5.6.21 Sensors
The position keeping performance and speed of response of a DP system can be improved
by the incorporation of environmental sensors to provide feed forward to the control system.
Wind sensors should be used as a minimum.
To provide an overall position keeping improvement, the wind sensor(s) should be positioned
such that they are not subject to vessel turbulence or interference for example from cranes,
helicopters and external structures alongside the vessel. Irrespective of the suitability of the
location of the sensor, the wind feed forward input to position control should be so arranged
that it will not cause a critical excursion when suddenly shielded or unshielded from the wind.
Where the vessel has more than one wind sensor, whenever possible all should be available
for use by the DP control system.
The conventional method for control of a vessel’s heading is by gyro compass and failure
of heading input shall have a dramatic effect on position keeping and excursion, particularly if
the heading data is lost to all position references or if the DP rotation center is remote from the
geometrical center of the vessel. Provision of gyro compass redundancy and the ability of
the DP system to detect failure, including a slow drift of the on-line unit, are important inputs
when determining safe limits, particularly on mono-hulled vessels.
Particular, onboard gyro arrangements shall also be considered when determining the
suitability of a DP vessel to operate at Dubai Petroleum’s assets.
Other types of sensor that are required for accurate position keeping are the vertical or motion
reference sensors. These devices, that measure roll and pitch and sometimes heave, should
ideally be in separate spaces and located near the rotation center of the vessel. If they are
located some distance from the rotation center then this should be corrected for in the DP
software where this cannot be done on the sensor itself. The DP system requires this
information to correct position reference sensors for X and Y offsets caused by vessel
inclination and motion. Loss of these inputs will degrade DP system performance.
It is recommended that current control is used for sensors rather than voltage.
Where beacons/transponders (such as for Artemis, RADius and RadaScan) and

other equipment (such as prisms for Fanbeam and Cyscan) are installed in fixed positions at
Dubai Petroleum’s installations, their locations should be protected from unauthorized access
by barriers, chains and notices. Furthermore, care must be exercised when adjacent work could
compromise line of sight to the concerned DP vessel. Lifting operations in their vicinity should
be avoided but when essential the Port Captain should be informed so that the concerned
DP vessel may be forewarned.

5.6.22 Change of Operating Control Mode
During DP supply vessel operations there may be occasions when it is appropriate to change
over from auto DP control to joystick/manual control. In this case the vessel will revert to
conventional supply vessel mode and will be subject to appropriate controls.
In the event that the vessel transfers back to DP control it shall be subject to a repeat of location
set up checks.
Another factor in the suitability of a DP vessel (depending on its function) is the practicality of
the bridge arrangement and the ease of visibility of the working deck and the interface area
with the installation (see 5.6.10).
5.6.23 Thruster Efficiency at Different Drafts and Trims

Changes in vessel draft/trim can often occur during cargo handling/bulk transfers. A shallower
draft can have an adverse effect on thruster efficiency, particularly for bow tunnel thrusters.
This may result in a significant loss of thruster effect, resulting in poor station keeping as well
as impacting on thruster redundancy. Wherever possible, measures should be taken to
maintain an appropriate draft/trim at all times when alongside an installation. This may mean
taking in water ballast.
5.6.24 DP Incident Reporting

All DP incidents that occur onboard vessels on-hire to Dubai Petroleum while at a Dubai
Petroleum asset shall be reported immediately with full details to the Port
Captain.
The vessel’s DP Operations Manual shall contain an effective DP incident reporting procedure.
Notwithstanding the immediate actions and in-house consequences of a DP incident, records
of these occurrences are of enormous help to the industry. DP incident reports, collected and
analyzed over a period of more than 15 years, have helped with the understanding of faults
and errors and provided manufacturers, trainers and operators with valuable assistance in their
contributions toward the safe and efficient use of DP.
To this end, Dubai Petroleum encourages ship operators to participate in IMCA’s DP incident
reporting scheme.
5.7 DP System Alert Levels

There are three recognized DP Alert Levels:
• Green, when the situation is ‘normal’ and in compliance with appropriate DP capability
conditions;
• Yellow, when the situation has become ‘not normal’ and does not comply with DP
capability conditions;
• Red, when an emergency condition exists.
In the event of a ‘yellow’ or ‘red’ alert, the response shall be as shown in the table
below (7.7.1).
5.7.1 Summary of Alert levels and Actions to be taken

DP ALERT LEVELS

∼ Position & heading excursions are within acceptable limits; and….
G Complies ∼ Power & thrust outputs are within limits for capability of vessel; and….
R with ∼ Environmental conditions are acceptable; and….
Normal ∼ Minimum risk of loss of position and/or collision; and….
E appropriate
Operations a. For DP capability 2 & 3 vessels, DP equipment redundancy is intact and
DP capability
E conditions DP system is operating within ‘worst case failure’ limits; or….
N b. For DP capability 1 vessel, DP equipment is intact and operating
within acceptable limits.
∼ Position or heading excursions out of acceptable limits for more than brief
or isolated periods; or….
Y Not in ∼ Power & thrust outputs are greater than the limits for capability of vessel
compliance for more than brief or isolated periods; or….
E
Degraded with ∼ Environmental conditions or other conditions are considered unsuitable
L for continuing DP operations; or….
Condition appropriate
L ∼ Increased risk of loss of position or collision; or….
DP capability
O conditions a. For DP capability 2 & 3 vessels, failure in DP equipment that results in
W loss of redundancy and the vessel operating outside ‘worst case failure
limits; or….
b. For DP capability 1 vessels, failure in DP equipment that does not result
in a loss of position.
R ∼ For DP capability 1, 2, & 3 vessels…
Emergency a. Unable to maintain position; or….
E Emergency!
Condition b. Imminent threat of collision; or…. c.
D Any other emergency situation.
DP ALERT LEVEL RESPONSES
GREEN Normal, No action – Operations progress routinely.
YELLOW Degraded. Carry out degraded condition risk assessment (5.8.4.2).
Emergency! Take whatever action is necessary to prevent human injury, avoid collision,
RED
make the vessel safe and to avoid environmental pollution & structural damage.
5.7.1 Reinstatement After a System Failure

Following a failure, the main objective shall always be to make the situation safe. After this
process it is mandatory that a new risk assessment be conducted, taking account of all
possibilities. The risk assessment shall be the major factor in the decision whether it is safe to
resume operations.
5.8 Evaluation of DP Vessel Capabilities & Risk Assessment Process

Every vessel is different (see 2.5 – Operational Limitations) and while DP vessels are already
categorized by their equipment class, accurate evaluation of individual capability is still vital
because of the close-quarters operations undertaken by these vessels. For every operation
a risk assessment is mandatory and in this process a significant element for DP vessels is the
risk of loss of position. Two component factors of this element are capability of the DP vessel
and the nature of the close proximity of the DP vessel to the installation. The following ‘vessel
positioning matrix’ helps to determine the most appropriate combinations of these two factors.
5.8.1 DP Capability
More capable DP vessels are less likely to lose position than less capable vessels.
The capability of DP vessels is made up of a combination of parameters, including
equipment classification and manning. For the purposes of this guidance
DP vessels
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have been categorized into three levels of capability, the factors required for each category
being listed in Table 1 below.
5.8.1.1 Factors that make up DP Vessel Capability
TABLE 1 Relevant Factors

∼ DP IMO equipment class 1 (class society equivalent DP class notation);
∼ Vessel operating within limits of intact thruster capability in existing
DP OSV Capability 1 environmental force conditions;
∼ DP control location manned by at least one category A bridge watch keeping
officer and one other person clearly only relevant when DP is to be used on an
OSV;
∼ At least one position reference system operating and ‘on-line’.
∼ DP IMO equipment class 2 or 3 (class society equivalent DP class notation);
∼ Vessel operating to identified ‘worst case failure’ limits in existing environmental
DP OSV Capability 2 force conditions;
∼ DP control location manned by at least one category A bridge watch keeping
officer and one category B bridge watch keeping Officer;
∼ Two independent position reference systems operating and on-line. A third
position reference system should be immediately available.
∼ DP IMO equipment class 2 or 3 (class society equivalent DP class notation);
DP OSV Capability 3 ∼ Vessel operating to identified ‘worst case failure’ limits in existing environmental
force conditions;
∼ DP control location manned by two category A bridge watch keeping officers;
∼ At least three independent position reference systems operating and on-line.
‘DP control location’ manning requires the DP watch keeper A/B to be in attendance at the
DP control console at all times the vessel is operating in DP mode.
The need to man the bridge in accordance with the above only applies when the vessel is
operating in DP. At other times the requirements of the vessel’s standard watch keeping regime
shall apply as required by Flag and the STCW Code.
The Minimum Safe Manning Certificate shall also specify minimum requirements for DP watch
keepers. Some Flag Administrations issue two such certificates (particularly for MODUs) that
reflect DP and non-DP modes of operation).
5.8.1.2 Notes on “Close Proximity”

When the vessel is serving an installation, for whatever purpose, the nature of the
close proximity between the DP vessel and the installation is seen from two related
perspectives, i.e. the separation distance between the two and whether the vessel is on the
lee or weather side. For the purposes of this guidance the combination of separation distance
and lee or weather side are categorized into three levels and are also listed in Table 2
(5.8.2). In order to understand Table 2, it is necessary to consider the factors that contribute
to assessment of vessel positioning, which are the DP vessel capability and close proximity
factors. These are illustrated in Table 1 and Table 2.
5.8.2 Close Proximity Situations for DP Vessels

Close proximity situations for DP vessels working at Dubai Petroleum’s offshore assets are
frequent occurrences but for every vessel and location, separation distances shall be required
to be defined after discussion between the DP vessel and the Port Captain.
Close proximity time at the working location should be kept to a minimum. The vessel
should only remain in the working location while operations are being conducted. During
periods of inactivity the vessel should move a safe distance away from the installation.
Wherever possible, when undertaking hose transfers, sufficient hose length should be given
to allow the vessel to increase the separation distance.
The separation distance at set up between the vessel and the installation should be carefully
selected. The distance should be agreed between the vessel and offshore installation before
the start of operations. The separation distance should take account of the combined
movements of the vessel and the installation, where the installation is not fixed in position
(such as an FSU, spar buoy, etc.). The separation distance should be as large as is
attainable in the circumstances, without adversely affecting the safety of the operation.
Wherever possible, such as when hose transfers alone are being carried out, consideration
should be given to maximizing the distance by extending hose length.
Table 2 and table 3 suggest three degrees of proximity where the agreed separation distance
between the DP vessel and the installation is given as ‘x’ meters. Alternatively this may be
defined as a minimum distance. In setting the separation distance, consideration should
be given to such influences as crane jib radii, hose length, size of load and cargo storage
location, work/access location for divers/ROV etc. Each situation requires its own risk
assessment (see 5.8.4)
TABLE 2 Close Proximity Factors
Close Proximity ‘x’ metres from the installation on the lee side
1 (low risk) More than ‘x’ metres from the installation on the weather side
Close Proximity Less than ‘x’ metres from the installation on the lee side for brief periods only
2 (medium risk) ‘x’ metres from the installation on the weather side
Less than ‘x’ metres from the installation on the lee side
Close Proximity
3 (high risk) Less than ‘x’ metres from the offshore installation on the weather side for brief
periods only
The distances in Table 2 refer to the set-up position of the vessel in relation to the closest
point on the nearby offshore installation.
There may be occasions when the risk assessment might show the advisability of joystick or
manual control, such as occasions when (for operating reasons) it may be necessary for
a capability 2 vessel to come closer than ‘x’ meters for more than brief periods.
TABLE 3 DP Capability 1 DP Capability 2 DP Capability 3

Close Proximity 1
♦ ♦ ♦
(low risk)
Close Proximity 2
♦ ♦
(medium risk)
Close Proximity 3
♦
(high risk)
Table 3 above shows that the least capable vessels should only be used in close proximity 1
situations (low risk) and that vessels with greater capability may be used for higher
risk situations.
A vessel with DP Capability 1 is restricted to close proximity 1 (low risk) situations only. Note
that in determining what a close proximity 1 (low risk) situation means for a DP Capability 1
vessel, in particular the distance ‘x’, due consideration should be given to the vessel’s power,
its proven level of equipment redundancy and the environmental conditions. For example, some
DP Capability 1 vessels do have redundant features in power and propulsion even although
not meeting DP class 2 equipment standards.
A vessel with DP Capability 2 can do close proximity 1 and 2 (low and medium risk) operations
but, where it is operating in close proximity 1, it can drop down from DP Capability 2 to 1 for
the time it is in that close proximity 1 situation.
Similarly, a vessel with DP Capability 3 can do all three close proximity (low, medium and high
risk) operations, but it can drop down to the capability required for the particular close proximity
operation it is carrying out. Any planned reduction in DP capability level should be subject
to agreement between the master and the OIM.
This is a guideline and may be varied in keeping with a particular risk
assessment.
5.8.3 DP Vessels Operating in Close Proximity to Each Other

When DP vessels are operating on DP close to one another, they are potentially subject to
several forms of mutual interference. These include thruster wash that may affect both hulls
and taut wires, acoustic and radio position reference sensor signal interference and intermittent
shelter from wind and sea. These factors should be considered when planning such operations
and due allowance made for them. This may take the form of assuming less accurate position
keeping tolerance than would normally be expected. Co-ordination or choice of position
reference sensors and frequencies and careful choice of the relative positions of the vessels is
essential. One DP vessel should be given the co-ordination responsibility. Checks with
respect to each vessel’s safety management system should be made (Ref. IMCA M125 –
Safety interface document for a DP vessel working near an offshore platform).
5.8.4 Operational Risk Assessments for DP Vessels

Each vessel should have its own risk assessment process that is the basis of all DP operations
and Dubai Petroleum shall require demonstration of this prior to hire.
5.8.4.1 Risk Assessment Factors for Close Proximity Situations

Every close proximity operation should be subjected to the discipline imposed by risk
assessment. Risk assessment should be carried out even if the DP vessel is operating routinely
at the same offshore locations. Familiarity does not provide a reason for not carrying out a risk
assessment.
Factors affecting the risk of a close proximity situation should be fully considered. These factors
are additional to the factors contained in the vessel positioning matrix in Table 3. A preliminary
list of these additional factors is given below. Depending on circumstances, these factors could
either increase or decrease the risk. Consideration of these factors should help determine the
appropriate separation distance at set up, i.e. given as ‘x’ meters in Table 2.
• Particular aspects of the capability of the DP vessel;
• Relative size of DP vessel and the particular installation;
• Nature of the operation;
• Familiarity of the DP vessel crew with the vessel or the offshore installation;
• Meteorological conditions, particularly wind, sea-state & surface current conditions;

• Visibility;
• Lightning;
• Proximity of other obstructions in the immediate area;
• Possibility of electronic navigational shadow sectors when close to installations.

5.8.4.2 Risk Assessment during Yellow Alert Status
The following paragraphs describe ways in which the risk assessment process can help
in degraded (yellow) situations.
The first action when a vessel is in a degraded condition is to make the vessel safe. The
actions will be determined by the specifics of the degradation. This may mean:
• Cessation of operations as quickly as possible;
• Movement of the vessel away from the installation to a safe position;
• For OSV, to take manual control, for example in case of connected hose operations;
• Master on the bridge.
• Once safe, a risk assessment should be carried out by the Master. The assessment
should consider the following:
• The degraded condition;
• Its cause or causes;
• Associated increase in risk of loss of position with the potential to cause a collision.
The outcome of the assessment should help the Master decide the appropriate measures
and whether operations may be resumed, modified or location altered etc.
5.8.4.3 Hazard Identification & Likelihood

To assist in the ‘hazard identification’ process of a risk assessment, Table 4 is a guide:
TABLE 4
Category of Hazard Consequence Definition
Loss of time only

No collision and no asset damage
Low Severity
No injury to people
No environmental damage
Minor collision with minor damage to assets
Medium Severity Minor injury to one person
Minor environmental damage
Collision resulting in significant damage to assets
High Severity Fatality or serious injury
Significant environmental damage
To assist in judging ‘hazard likelihood’ during the risk assessment, Table 5 is a guide:
TABLE 5
Category of Hazard Likelihood Definition
Occurs seldom in the industry and/or in the experience of those involved in the risk
Unlikely
assessment.
Known to have occurred occasionally in the industry and/or in the experience of those
Possible
involved in the risk assessment.
Known to have occurred frequently in the industry and/or in the experience of those
Probable
involved in the risk assessment.
5.8.4.4 Associated Risk

The associated risk to the vessel’s position keeping ability should then be determined,
using Table 6 as a guide. This is a simple 3x3 matrix, but a number of other illustrative
methods may also be used.

TABLE 6
Likelihood
Severity
Unlikely Possible Probable
High
Medium
Low
KEY
Unacceptable risk – operation to be aborted unless the risk is reduced (orange band)
Require to reduce risks if reasonably practicable to do so
Acceptable risk
5.9 Competence, Training and Certification of key DP Personnel

Prior to acceptance for hire of a DP vessel, Dubai Petroleum shall be satisfied that the key
personnel involved in DP operations and DP system maintenance and repair are competent
and that they have undergone the necessary training and have appropriate certification. This
covers Masters who are in command of these vessels, navigating officers and others who
operate the DP control system, engineering officers and, where applicable, electricians and
electronics officers who maintain and repair other parts of the DP system.
The references regarding training standards are contained in IMO MSC Circ.738 –
‘Guidelines for Dynamic Positioning Systems (DP) Operator Training’ – and its source
document, IMCA M
117 – ‘Training and Experience of Key DP Personnel’. Further information can also be found
in IMCA C 002 – ‘Competence, Assurance and Assessment: Guidance Document
and Competence Tables’ (Marine Division) and IMCA C 003 – ‘Competence, Assurance
and
Assessment: Guidance Document and Competence Tables’ (Diving Division). For other
personnel concerned with the specialist nature of the vessel that require basic induction in DP
operations (e.g. ROV Operators, Tool-pushers, Crane Operators etc.) guidance may be found
in IMCA C 001 – ‘Competence, Assurance and Assessment: Guidance Document
and Competence Tables’ (All Divisions).
Competency recommendations are also summarized for DP OSV’s in IMCA 182
– ‘International Guidelines for the Safe Operation of Dynamically Positioned Offshore
Supply Vessels’.
Masters and DPOs shall be required to have the necessary experience for operation of the
particular type of vessel – i.e. Diving vessel experience, drill ship experience, DP OSV
experience etc., since each have their own peculiarities.
Key DP personnel should have individual DP log books that show full chronological details
of their DP experience.
Qualifications of vessel personnel shall be in accordance with Flag Administration requirements

as defined by STCW 95 as amended 2010.
For DP vessels there should be at least one engineer who has received adequate training
to ensure competence and knowledge of the control systems of the vessel so that there is a
first level of response to a problem onboard and a person well qualified to execute
recommendations from the vendors of control equipment when further help is needed.
5.9.1 Manning and Hours of Work for DPOs
The manning levels of the vessel shall be at minimum as required by the Flag Administration
as specified in the minimum Safe Manning Certificate.
When the ship operates on DP, either alongside an installation or within 500m, the
DPO manning shall be in accordance with the recommendations of IMCA 182 – see 7.10.8 with
particular reference in this respect to DP subsea operations.
Each DPO shall, after a specific period on-duty, have an equivalent period off- duty. No
DPO shall have a period of duty exceeding twelve consecutive hours.
5.10 DP Diving Support Vessels (DSVs)

This procedure shall be read in conjunction with Section 8 – ‘Diving and ROV Operations’,
particularly regarding responsibilities.
Diving Operations from DP DSVs that take place at Dubai Petroleum’s offshore assets shall be
conducted in accordance with IMCA D 010 – “Diving Operations from Vessels Operating in
Dynamically Positioned Mode”.
In addition to the basic principles previously outlined, Dubai Petroleum requires that
DSVs should meet the design requirement that no known single failure mode should prevent
the safe recovery of divers or cause a red alert.
5.10.1 Additional Considerations for Safe Working Limits for DSV’s

The determination of safe working limits should consider the time necessary for divers to
return to the bell on initiation of a yellow or red alert, the likely rate of loss of position and the
increased position excursion after the worst case failure mode.
Safe working limits can vary depending on location and water depth; lower limits should apply
when divers are working inside a steel jacket structure or habitat than when divers are working
in open water over a pipeline.
5.10.2 Redundancy in DSVs

Dubai Petroleum requires that redundancy to reduce the effect of failure modes and improve
safe working limits shall be present on all DP DSVs. Moreover, DP DSVs shall be at least DP
equipment class 2.
5.10.2.1 Thruster Units

It is a Dubai Petroleum requirement that the arrangement of thruster units should be such as
to provide, as far as practicable, a good all-around DP capability for intact and worst case failure
situations, so the vessel is not unduly limited in maintaining heading. In addition, it is preferable
that there be an athwartships capability in the intact and worst case failure conditions.
Crossover power facilities for thrusters should meet class requirements.
The thrusters should, as far as is practicable, be independent in location, cable routes
and control power so that a power fault, fire or flood would not result in the loss of more than
one thruster. If separation for fire and flood is not reasonably achievable the risk of fire and
flood should be considered in high risk areas. The cabling for redundant equipment should
avoid engine rooms, boiler rooms, machinery spaces and similar spaces. It is important that
cables are not routed such that the designed worst case failure mode, for example a
switchboard fault, is compromised, resulting in a more significant failure than the designed worst
case failure mode.
5.10.2.2 Power Generation
The sudden unexpected failure of one diesel engine should always be a DP system design and
operational consideration, as should a fire in one engine room. The latter failure however
will normally involve a period of time during which divers could be recovered. It is unreasonable
to consider a whole engine room and the power it generates to be instantly lost through a fire,
if good detection is installed.
Vessels with independent engine rooms, capable of supplying enough thrust units to keep
position with one shut down, have a lower risk of position loss and should therefore have higher
allowable safe working limits. It is essential that smoke from a fire in one engine room cannot
be drawn into the other engine room and impede operators or activate additional smoke
alarms so as to make the fire appear worse than it is.
5.10.2.3 Power Management

For DP vessels on hire to Dubai Petroleum, engaged in dive support work with complex
and redundant power generation and thruster systems with load shedding systems, the power
management has to be automatic, comprehensive and operate for all switchboard
combinations. It has also to be redundant itself or fail-safe so that no loss of power or thrust
takes place on failure of the power management system. Designers should ensure that there
is a clear interface between the blackout prevention control by the DP control system and that
exercised by the power management or individual thruster protection.
Communication between the two is not essential for control, but if this communication is to
improve the speed of response to a power demand, failures of this communication should
also be considered when determining safe working limits. The power management system
should be redundant as far as its failure directly affects position keeping. If its failure modes do
not result in loss of power to thrust units until a change of status takes place, redundancy is not
essential.
The power management need only operate for the normal DP mode of operation, i.e. with a
common switchboard (bus tie closed) provided this meets the requirements of the defined safe
working limits and power distribution requirements. If the vessel is designed to operate with the
bus ties open while diving and closed for other work, then a power management system will be
needed that can operate for each side, or section, of the switchboard independently.
5.10.2.4 Power Distribution

For vessels on hire to Dubai Petroleum engaged in dive support work using DP, the power
distribution arrangement should be set up so that a fault on any switchboard section separated
by bus ties should not cause the loss of the whole switchboard. This should be the case
for every working combination of generators and thrusters. To achieve this requirement the bus
ties should be set and tested at regular intervals so that they split the bus before any
tripping of generators has taken place on the healthy sections of the switchboard. If there is a
realistic chance of the bus ties not opening or not opening fast enough then the switchboard
should be split for the work.
5.10.2.5 Position Control

For vessels on hire to Dubai Petroleum engaged in dive support work using DP, the minimum
control requirement is for two automatic and fully redundant control systems providing, on
the loss of one, a smooth transfer to the other which would be unnoticed by divers working near
the diving bell. In addition there should be a joystick facility for maneuvering which can
either be separate from or an integral part of the DP control system.
DP control computers, sensors and UPS units located remotely from the DP control console
should be separated so that maximum protection is given to the redundant DP control system.
If located together, the space requires a fire and temperature detection system. For the Middle
East, air conditioning should also be provided.
At least one computer should be uninterrupted by the worst power loss fault possible and
be able to continue operating with associated equipment for at least 30 minutes. It is prudent
to provide an independent UPS for each DP control system, with independent battery backup
for each and no cross-connection.
5.10.2.6 Position References

Dubai Petroleum requires that for diving support work on DP, at least three references should
be on-line and at least two should be of a different type. Two DGPSs using different correction
stations may be usable but could still be subject to common failure in the satellite section of the
system. Re-plumbing a taut wire, when it is one of the three position references, does not
constitute a violation of the above requirements, if such action is completed as quickly as is
safe and practicable and the station-keeping was stable when the taut wire was deselected
prior to re-plumbing. Power supplies to position references should not be common and cable
routes should be separated. Furthermore no single factor should affect more than one
reference so as to cause a common failure mode.
The three position references selected for use should reflect the circumstances such as water
depth, open water, close proximity to a fixed or moored platform or simultaneous DP operations.
See 5.10.5 regarding diving operations within anchor patterns.
The DP control system should be able to identify a fault in a position reference, alert operators
and reject the suspect sensor.
5.10.2.7 Environmental Sensors

For vessels on hire to Dubai Petroleum engaged in dive support work using DP, at least
two wind sensors in different locations, with separate supplies and cable routes, should be
provided. If a third unit is installed it should be in a different location or in the better of the two
locations for the other wind sensors. If the wind sensors are at significantly different heights
they should be corrected so that operators can compare them easily.
Whenever possible all wind sensors should be selected. If the wind sensors can be shielded
by the platform to the detriment of DP control system performance, repositioning of the
wind sensors should be considered.
The DP control should be able to identify a faulty unit and alert operators before a position
change takes place.
5.10.2.8 Vessel Sensors

For vessels on hire to Dubai Petroleum engaged in dive support work using DP, at least
two vertical reference sensors should be provided. If a third unit is installed it should be in a
separate location with a separate power supply. Three gyro compasses should be provided
particularly for mono-hulled vessels, because of the critical nature of heading control. The DP
control system should be able to identify a faulty unit and alert operators before a heading
and/or position degradation takes place.
Vessel sensors should be physically separated so that the redundant units are unlikely to suffer
from the same fire, flood or mechanical damage event.
The design and arrangement of these sensors should ensure that the independence of the
position references is not compromised if one of them fails because all position references are
using the same vertical reference sensor and/or gyro compass.
5.10.3 Communications in DSVs
Vessels on hire to Dubai Petroleum engaged in dive support work using DP shall follow IMCA
M175 – Guidance on operational communications: Part 1 – Bridge and dive control.
5.10.3.1 Voice Communications

Voice communication by a priority system or dedicated channel should be available between
dive control and the DP control location. In addition there should be a dedicated system
between the control centers of the vessel for its various working scenarios.
This system should include DP control, ECR, dive control, ROV control, crane control and other
control stations as applicable. There should be a backup to this system which in most
cases would be a common internal telephone network. These communications should be
checked as part of the location checks made during the initial DP stabilization period.
Good liaison between the dive control position and the DP control is essential and an open
hands-free line with priority is a desirable facility. Each watch keeper should inform the
other about any change in operational circumstances, either existing or planned.
5.10.4 DP Alert Status System

Vessels on hire to Dubai Petroleum engaged in dive support work using DP shall be fitted with
a system of lights and audible alarms in dive control, saturation control, air diving control area,
working area, ECR and, where applicable, the ROV or submersible control position. This
system shall be manually activated from, and repeated in, the DP control room. The lights
should be configured as follows:
• Steady green light to indicate vessel under automatic DP control, normal operational
status and confirming the alert status system functional;
• Flashing yellow light to indicate degraded DP control;
• Flashing red light to indicate DP emergency.
In addition the distinctive alarm for the red alert should sound in the Master’s cabin, operations
superintendent’s cabin (if applicable) and the senior diving supervisor’s cabin in conjunction
with the flashing red light.
Provision of a means of acknowledging and silencing the audio and flashing functions of the
signals from the receiving positions should be made.
When supporting divers on DP, a clear procedure indicating the recommended responses to
yellow and red alerts is required. The events that should trigger these alerts should be based
upon a minimal number of standard operating status levels reflecting the capability of the
DP system to maintain the vessel on station within safe working limits.
5.10.5 Diving from DP Vessels Operating within an Anchor Pattern

This section detailed the requirements in the event that a DP vessel is required to operate
divers within an existing anchor pattern of another unit.
Diving within an anchor pattern restricts the movement of the vessel and may introduce
additional hazards. Special consideration should be given to emergency and contingency
procedures during the evaluation, planning and risk assessment of this type of operation.
Prior to commencement of such operations, discussion shall take place between the DSV,
the Master/OIM of the moored unit and the Fateh Port Captain regarding the proposed
operation.
The Master of the DSV shall ensure that a risk assessment is conducted prior to the evaluation
and planning meeting(s) for this operation.
The primary hazard to be considered when performing manned intervention from a DSV
within an anchor pattern is that in the event of a DP failure or ‘black ship’ incident, when in the
‘drift on’ position, the DSV could drift across the mooring catenary.
The environmental forces should be monitored by the DP operator from his console and if the
resultant forces conclude that the vessel may drift towards the anchor lines the diving
supervisor should be notified so that he can consider and plan diver recovery.
5.10.5.1 Mooring Line Identification

When supporting divers from a position inside the mooring pattern of another unit, it is essential
that anchor positions are confirmed by the other unit and the position of the mooring lines by
two independent means, one of which may be by calculation.
If a vessel returns to the same location, it shall be necessary to recheck these
positions.
5.10.5.2 Mooring Line Adjustments

If the risk assessment has indicated that a mooring line can be safely lowered to the seabed,
it shall be still necessary for the position of the line to be identified, for example, by verifying
that the tension has been lowered at the unit, or by actual observation by ROV inspection, etc.
The other unit must not move or adjust mooring line tension or position during the diving
operation. If necessary the Master/OIM of that unit should inform the DSV Master of any
environmental changes or proposed draught changes that will affect the catenaries of mooring
lines. This should invoke management of change procedures.
The DPO must be able to monitor the other unit from which the mooring lines are deployed at
all times, either with radar or by radio. Diving operations should be stopped immediately if
communications to the other unit are lost.
5.10.5.3 Permit-to-Work and Reporting Procedures

A reporting procedure should be established between the Master of the DSV and
the Master/OIM of the moored unit to provide relevant information, such as the operation of
other vessels in the area. There should also be regular communication with Fateh Port Captain
regarding the progress of the operation.
An interface should be established between the permit-to-dive procedure on the DSV and the
permit-to-work system on the other unit concerning mooring line adjustment or any other activity
that might adversely affect the diving operation.
5.10.5.4 Minimum Operating Clearance

In the first instance, all relevant IMCA guidelines shall be followed and any situation outside of
these shall always be subject to a specific risk assessment. In general, a horizontal
clearance of at least 50m should normally be maintained between a suspended mooring line
and a deployed bell or basket. However, this nominal distance of 50m in a ‘drift on’ situation
would, in most circumstances, be inappropriate. The appropriate minimum operating clearance
should as previously mentioned for such cases, be determined from the outcome of a risk
assessment which may include a drift trial.
If the Master, the Diving Superintendent, the Diving Supervisor and Dubai Petroleum agree
that a clearance of less than 50m is essential for executing the work, the following should be
adhered to:
• The position of the mooring line should be plotted, and remain traceable throughout the
operation. This can be achieved with an ROV-mounted transponder or other suitable
means;
• The time spent with the bell in water with a clearance of less than 50m should be
minimized;
• Twin bell systems should not to be deployed simultaneously within the anchor pattern.
Emergency provision for the loss of the bell needs to be considered during the
evaluation, planning and risk assessment.
Movement at the touch-down point of the mooring line is inevitable, and can result in
poor seabed visibility and entrapment of a diver and/or his umbilical. This should be addressed
during the evaluation, planning and risk assessment.

Care should be taken to prevent vessel position reference taut wires from coming into contact
with the mooring lines because this will result in the loss of the seabed position reference. If it
is technically feasible, a radio or surface position reference should always be used in these
circumstances.
5.10.5.6 Operational Plots

The thruster configuration diagram should include the position of mooring lines in an easy-
to-assimilate form. The vessel should also have on-board diagrams showing the catenaries
and touch-down points for various mooring-line tensions (see 5.10.6.3).
5.10.6 DP Diving Hazards – General Requirements

In view of the degree of variation in both the complex characterization of DSVs operating on
DP and the types of subsea operations being carried out it is difficult to provide guidance that
is all embracing. These paragraphs therefore detail general requirements by Dubai Petroleum.
5.10.6.1 Down-Line Handling and Interference with DP Sensors

The handling of all down-lines from DP vessels requires special care – long, horizontally-slung
objects can rotate while being lowered and come into contact with taut wires and any down-
line can snag a diver. Dubai Petroleum requires the following precautions:
• Proper planning and management of the handling of all tools and equipment, by
whatever means, including down-lines should be exercised before and during diving
operations on DP.
• Down-lines should only be handled by experienced personnel under supervision of the
diving supervisor.
• Acoustic devices should only be moved by divers under the supervision of the diving
supervisor and on the direct authority from DP control.
• Consideration should be given to the incorporation of a suitable weak link to secure
down- lines subsea in order to minimize the risk to personnel and damage in the event of
uncontrolled DP movements. After positive identification the diving supervisor should
inform the DPOs of all secured down-lines in use.
5.10.6.2 Uncontrolled Movement

A DP vessel moving off station can cause failure of main lift wires, life-support and/or
communication arrangements between the DSV and the diver deployment device.
It is a Dubai Petroleum requirement that operating and emergency procedures should be
established to minimize these risks and that adequate arrangements should be made for the
provision of emergency life support, communications and relocation devices to allow
a successful recovery. The deployment device should be positioned, whenever possible,
above the level of potential underwater obstructions. Any restriction on the diver’s mobility
should be considered when determining safe working limits.
5.10.6.3 Controlled Drift-off/Drive-off

DPOs must remain vigilant to the possibility of a controlled situation during which a set of
deteriorating conditions gradually develop. Provided watch-keeping vigilance is maintained,
there should be adequate time for an orderly and systematic disconnect procedure with a
sequential Yellow Alert then Red, i.e. environmental conditions gradually building up to where
it is considered prudent to recover divers.
5.10.6.4 Uncontrolled Drift-off/Drive-off

DPO’s must be fully competent to take immediate action in the event of an uncontrolled
situation when conditions cause the vessel to be put from normal mode to Red Alert. A total
power failure to the thruster units or a total failure of the DP system will cause an uncontrolled
drift-off with limited time to recover divers. An uncontrolled drive-off could occur as a result of
malfunctions in the DP thruster controls.
5.10.6.5 Operations Plot and Emergency Plans

A plot displaying the relative positions of the vessel, the diver’s deployment device, air
divers, the work site, and any known obstruction - for example platform, other vessels, mooring
wires, wellheads etc. together with vessel’s heading and environmental data where appropriate
at the DP and dive control position. The DP watch keepers should ensure that this plot is
regularly updated and that the planned emergency procedures have been agreed with the
diving supervisor and that the relevant information for dive control to keep a similar plot is given
to the diving supervisor.
5.10.6.6 Vessel Movement Limitations

A DP DSV under full and stable DP control at a Dubai Petroleum offshore asset may execute
change of position or heading without recalling the divers to the deployment device, provided
the DPO and the diving supervisor are both satisfied of the following:
• The move can be safely executed;
• Umbilicals are clear and will remain so during the move;
• Divers understand the move and they are in a safe location;
• The divers can easily reach the deployment device;
• There will be three position references on-line throughout the move;
• The move shall be conducted at low speed;
• A change of heading and position shall not be carried out simultaneously;
• The move can be stopped at any time;
• The move will not exceed the scope of any one of the three position references;
• The move will be stopped if any one of the three position references needs to be
repositioned;
• The DPO shall verify the move input before execution;
• Due account shall be taken of the selected Centre of rotation when heading is to be
changed.
In addition, if at any time the DPO has any doubt about the safety of the move being executed
the DPO should instruct the dive supervisor to recall the divers to the deployment device
and stop the move to re-assess the safety of proceeding.
5.10.6.7 DP Operations Close to Obstructions

Particular care should be exercised when operating on DP in close proximity to fixed objects
such as subsea manifolds, production platforms, mooring buoys, wires and chains etc. When
DP diving is undertaken in the vicinity of anchor wires and cables, the accuracy of their position
as well as their excursion should be used to determine a safe working clearance for divers, the
bell and bell wires.
Every effort should be made to check the vessel’s co-ordinates to guard against a slow drift-
off position undetected by the DP control system (see 5.10.6.3/5.10.6.4).
5.10.6.8 Visual Reference Points

When close to a fixed structure, the availability of a visual reference from the DP control position
to provide an early additional indication of vessel movement is an advantage, and the DP DSV
heading should be selected to make this feasible whenever possible. The Master may order
the termination of diving operations in reduced visibility when loss of visual reference is
considered to be an unacceptable risk.
5.10.6.9 Surface Diving

Great care shall be exercised in the planning and execution of shallow and surface orientated
diving operations from any DP DSV to minimize the effect of thrusters on the divers. The
effects of thruster wash or suction should be carefully considered and precautions taken
to guard against them, particularly when the diver’s deployment device or the divers pass the
potential wash zone. Operations at the SBM, and in particular near the FOB hose, shall require
particular caution.
These precautions might include appropriate thruster barred zones in the DP software to avoid
any hazardous effects on the operation of the diver’s deployment device or divers. The use of
thrust diagrams when planning dives can also help. Inhibiting or deselecting certain thrusters
may be necessary and the resulting reduction in the vessel’s operational limitation should be
taken into account. Divers’ umbilical lengths and the manner of deploying them should
be chosen so that divers and their umbilicals are physically monitored and restrained from going
to positions where they or their equipment could come into contact with thrust units or be
adversely affected by their wash.
The Master of the OSV shall ensure that the Fateh Port Captain and DPE Dive Superintendent
be kept fully informed regarding the mode of diving that is taking place.
Surface diving operations that require use of a platform crane shall require prior planning with
platform staff. Furthermore the crane must not be left attached to its sub-sea lift without the
diver on site. The crane operator must also remain in his cab in continuous control while
engaged in such an operation.
5.10.6.10 ROV Operations

Dubai Petroleum requires that if ROV and diver operations are being carried out
simultaneously from the same vessel at a Dubai Petroleum offshore asset, then the operational
areas of each should be sufficiently separated to ensure that diving operations are not
jeopardized and down- lines for the diving operations and position references are not interfered
with.
5.10.7 DP Diving Operations - Personnel Responsibilities and Capabilities
5.10.7.1 DSV Master

The Master of the DSV is ultimately responsible for the safety of the vessel and all personnel
onboard or working from it, and he has ultimate authority to forbid the start or order the
termination of diving and DP operations on grounds of safety to personnel or the to the vessel.
However, the Master cannot order the start of diving operations.
The Master also has the responsibility of ensuring the compatibility of the vessel’s safety
management system with that of any platform within whose jurisdiction it is working (in
accordance with IMCA M 125 – “Safety Interface Document for a DP Vessel Working near an
Offshore Platform”). To this end he shall liaise with the Fateh Port Captain.
5.10.7.2 Diving Supervisor

The diving supervisor on duty is ultimately responsible for all aspects of diving safety including
the condition and operation of all diving equipment for the dive. He is responsible to the diving
superintendent (if one is appointed) for the effective and timely conduct of diving operations.
The supervisor is the only person who may order the start of diving operations. The supervisor
is also responsible for keeping the DPO advised of any change of status of the diving operation.
5.10.7.3 Diving Superintendent

In most circumstances (for example during 24-hour working), there will be a diving
superintendent (or senior diving supervisor) who will be an experienced diving supervisor.
This superintendent (or supervisor) will act as offshore project manager to co-ordinate the
work of both shifts of divers and liaise with the DSV Master and the Dubai Petroleum
representative.
Functionally, the other diving supervisors will report to the superintendent (or senior diving
supervisor) while retaining responsibility for the commencement, operation and termination
of the dive which they are supervising.
5.10.7.4 The Dubai Petroleum Onboard Representative

The Dubai Petroleum onboard representative should, in conjunction with the contractor’s senior
onboard representative, is responsible for the proper performance of all work in accordance
with the contract. He may request the start of DP or diving operations, and should have the
authority to veto the start of, or order the termination of, diving or DP operations.
5.10.7.5 Priorities onboard DP DSVs at Dubai Petroleum Offshore Assets

Priorities should be clearly established for dealing with a DP emergency. The authority of
the DSV Master and Diving Superintendent are of fundamental importance at such times. Each
should co-operate closely on these priorities so that there is no room for doubt or dissension
and so that the senior DPO and diving supervisor on duty at the time of an emergency act
to the same priorities without undue hesitation.
When determining priorities the following should be considered:
I. The safety of life is the first priority. The Master has ultimate authority to assess and
decide on courses of action in this respect. The advice of the Diving Superintendent
should be taken into account;
II. The safety of property is of lower priority. No effort should be made to safeguard
property at the expense of safety to life, but the potential danger to life associated with
certain threats to property should not be overlooked. The advice of the client’s
representative and offshore installation manager should be considered, where possible,
with respect to the safety of offshore platforms and equipment.
5.10.8 Manning for DP Subsea Operations

The requirements for numbers of qualified DPOs will vary and be regulated by Flag
Administration requirements (see 5.9). However, Dubai Petroleum requires that every DP
vessel engaged in subsea operations should meet the following minimum requirements:
I. The Master of a DP DSV, when performing DP diving and other subsea operations,
should be appropriately trained for this type of DP operation. He should also be a
‘Category A’ DPO as defined by IMCA Guidelines 182.
II. Two DPOs should be continuously present at the bridge DP console whenever DP
subsea operations are being conducted and when on DP within 500m of an installation.
At minimum, one should be an STCW navigating officer competent to operate the
system unsupervised and the other to be competent to operate the system under
supervision and be considered able to move the vessel away from the installation in
manual control. The senior DPO (who shall be in charge of the navigational watch)
shall be a category ‘A’ DPO. The second DPO, if not ‘Category A’, shall be category ‘B’
as defined by IMCA Guidelines 182.
III. The period of time for which the DPO continuously operates the DP control system
should be limited to avoid loss of concentration. It is unlikely that continuous periods of
longer than two hours would be satisfactory and in some circumstances this may need
to be shortened.
IV. An appropriately trained technician, capable of minor fault finding and maintenance of
the DP system, should be onboard at all times when DP operations are taking place.
V. Engine control rooms or engine rooms as appropriate should be adequately manned
at all times when on DP diving and other subsea support work, and on DP within the
500m zone of an installation. At minimum this shall be one watch keeping engineer
familiar with the operation of the power plant and the functions of the power
management system and one motorman.
VI. Watch periods shall normally be of 12 hours and whenever possible, staggered every
6 hours between different personnel to ensure continuity through watch changeover
times.
5.11 DP Drilling Vessels

In addition to the basic principles outlined previously, DP drilling vessels that operate at
Dubai Petroleum offshore assets should be designed to meet the following requirements:
• No known single failure mode should risk position loss which could result in an
uncontrolled release of hydrocarbons.
• The determination of safe working limits should consider the time required to secure
the situation on the drill floor, for example, to hang off drill string and operate the BOP
emergency disconnect.
• Safe working limits can vary depending on the nature of the task within the drilling
programme and the influence of current on the riser. These limits should reflect the risk
associated with each task hence, for example, different limits for drilling, running
casing and for well testing are acceptable. Safe working limits should be revised for
periods of maintenance on machinery if this would cause a reduction in availability that
would limit DP performance after a single failure.
• The time available for an emergency disconnection from the position of the rig in the
existing and forecast environmental conditions should always be known and compared
with the time for emergency disconnect with a suitable time margin for the response of
the operators. The critical offset is the distance from the present set point to the position
where the disconnection should be instigated for it to be successful. In shallow water
this distance might be so small that disconnection may have to be instigated
immediately there is a station keeping problem.
Note: All the above should be captured and summarized in a single well-specific operating
guidelines (WSOG) document, which should be a practical and comprehensive guide for
the DPO and driller.
5.11.1 DP Drilling Vessels: Redundancy

Redundancy to reduce the effect of failure modes and improve safe working limits is normal
on all DP drilling units. The level of redundancy is a matter for owners and designers to optimize
to achieve practical and economically viable safe working limits. DP drilling units that operate
at Dubai Petroleum’s offshore assets shall be at least DP equipment class 2 on the basis that
hydrocarbons are frequently present.

Thruster units should be independent such that the risk of loss of more than one unit is as low
as reasonably possible. The safe working limits should include the failure of the most useful
thruster and the loss of a switchboard or engine room from shut down, if the design intent is
not to disconnect after the worst case single failure. If the vessel availability is to be high, then
necessary repair and maintenance of thruster units should also be considered.
to provide, as far as practicable, a good all-around DP capability for intact and worst failure
situations. In addition consideration should be given to providing a balanced athwartships
capability in the intact and worst failure conditions.
This has been achieved on some mono-hulled vessels with three thrusters forward and
aft, where the center unit is capable of being powered from either switchboard. Cross-over
power facilities for thrusters should meet class requirements. Other designs provide
independence for each of the three thrusters.
If separation for fire and flood is not reasonably achievable the risk of fire and flood should be
considered in high risk areas. The routing of cables for redundant equipment through engine
rooms, boiler rooms, machinery spaces etc. should be avoided. It is important that cables
are not routed such that the designed worst case failure mode, for example a switchboard fault,
is compromised because failure in common cable routeing in an engine room would cause
more (or more critical) thrust units to fail than the switchboard fault.

The sudden unexpected failure of one diesel engine or the diesel engines of one engine room
should always be a design and operational consideration, as should a sudden demand for
increased power from the drill floor. Provided blackout is prevented and another engine can be
started and brought on line, before the position excursion has exceeded that defined in the
WSOG for a yellow alert and the defined time limits, then power redundancy does not have to
be on line.
The reduced power available after an engine room fire should also be a design consideration,
and the need for provision of separate engine rooms should be determined by the time
necessary to achieve a ‘safe situation’ in comparison with the speed that a fire is likely
to develop and be controlled.
Utilities such as fuel oil and cooling water required for power generation should be redundant,
or have a passive capacity to support power generation for longer than the time to achieve a
safe situation.
It is essential that if there are two or more engine rooms then smoke from a fire in one cannot
be drawn into the other and confuse operators or activate additional smoke alarms so as to
make the fire appear worse than it is.

Dubai Petroleum requires that for DP drilling vessels with complex and redundant power
generation and with thruster systems with load shedding systems, the power management shall
be automatic and comprehensive and operate for all switchboard and bus tie combinations.
It has also to be redundant itself or fail-safe so that no loss of power or thrust takes place
on failure of the power management system. Systems should be designed so that a clear
interface exists between the blackout prevention control by the DP control system and that
exercised by the power management or the individual thruster protection.

improve the speed of response to a power demand, failures of this communication should
not result in loss of power to thruster units until a change of status takes place, redundancy is
not essential.
common switchboard (bus tie closed) provided this meets the general DP requirements for safe
working limits and for power generation. If the vessel is designed to operate with the bus ties
open while well testing and closed for drilling then the power management system will need to
operate for each side, or section of the switchboard independently.
Where phase back and/or regenerated power can be fed back to the switchboards from drilling
equipment the calculation of limits using this data should be secure and allow for single
point failures.

Dubai Petroleum requires that the power distribution should be so arranged that when
undertaking the most sensitive operations (for example, non-sharable equipment in the BOP)
no switchboard fault can cause a failure of such proportions that there is inadequate power to
keep position until the well is safe. This should be the case for every working combination of
generators and thrusters.
To achieve this requirement when normally operating with a common bus, the bus ties should
be set and tested at regular intervals so that they split the bus before any tripping of generators
has taken place on the healthy sections of the switchboard. If there is a realistic chance of
the bus ties not opening or not opening fast enough to prevent a blackout then the
switchboard should be split for the work.
Similarly no fire or flood in any vulnerable space should threaten electrical power or control
cables which could cause a total loss of position control before a safe situation is reached. This
should have been addressed if the vessel is intended to meet DP equipment class 3
requirements.

Dubai Petroleum requires for drilling vessels using DP, the minimum control requirement is for
two automatic and fully redundant control systems providing, on loss of one, a smooth transfer
to the other which would be unnoticed by the drillers. In addition there should be a joystick
facility for maneuvering which can either be separate from/or an integral part of the DP control
system.
The joystick should afford manual control of fore and aft, athwartships and rotational thrust with
an optional automatic control of heading. The operators should be suitably experienced with
this mode of position control and able to maintain the vessel’s position adequately to always
provide enough time for an emergency disconnection.
Two gyro compasses should be available to the joystick control system.
For use in the event of DP control unit failure, a simple independent display of vessel position
should be provided by, for example, the DGPS display.
For vessels that require a high availability, a triplex DP control system can be installed, and
arranged so that, on failure of one system the duplex mode can continue, while the faulty unit
is repaired without risk to the active duplex DP control system.
For vessels where the main DP control system (duplex or triplex) could reasonably be lost from
a fire, a backup DP control system should be provided. The location should enable control to
be easily taken over well before the need to instigate an emergency disconnection.

Dubai Petroleum requires that when connected or installing the BOP, at least three position
references should be continuously on line. These position references should be configured
to minimize the possibility of common mode failure. For water <500m, the expectation shall be
for acoustics, DGPS and a taut wire. In deeper water where only acoustics and DGPS can
provide the accuracy and update rate needed, two independent acoustic and DGPS inputs
can be shown to be adequate provided the DP control system treats them correctly with respect
to their weight in any position estimate.

At least two wind sensors in different locations, with separate supplies and cable routes, should
be provided. If a third unit is installed it should be in a different location or in the better of the
two locations for the other wind sensors. If the wind sensors are at very different heights they
should be corrected so that operators can compare them easily. Whenever possible all wind
sensors should be selected. The DP control should be able to identify a faulty unit and alert
operators before a position change takes place.

It is a Dubai Petroleum requirement that at least two vertical reference sensors should be
provided. If a third unit is installed it should be in a separate location with a separate power
supply. Three gyro compasses should be provided particularly for mono-hulled vessels
because of the critical nature of heading control. The DP control should be able to identify
a faulty unit and alert operators before a heading and/or position degradation takes place.
using the same vertical reference sensor and/or gyro compass heading and/or position
degradation takes place. Vessel sensors should be physically separated, so that the redundant
units are unlikely to suffer from the same fire, flood or mechanical damage event.
5.11.2 DP Drilling Vessels: Communications

Dubai Petroleum requires that priority voice communications should be available to ensure
immediate and clear transfer of information between all responsible parties. In particular, these
should include the following:
• DP control position;
• Drill floor;
• ROV operator’s shack;
• Drilling Supervisor’s office.
All essential voice communications systems should be provided with redundancy, either
through duplication or by provision of an alternative system. Terminals should be sited
close to the normal operating positions of the personnel for whom they are provided. The
equipment should be capable of single hand or foot control.
These communications should be checked as part of the location checklists made during
initial
DP control system stabilization.
Good liaison between the DP control position, the drill floor and the engine room is essential.
Each watch keeper should inform the others about any change in operational status, about to
be made or planned.
For good and efficient communications with the drill floor an open, hands free line with priority
is a desirable facility.
5.11.3 DP Drilling Vessels: Alert Status System

Vessels on hire to Dubai Petroleum engaged in drilling operations using DP shall be fitted with
a system of lights and audible alarms supplied by an uninterrupted power supply and similar
to those already specified in other DP operations.
The lights should be configured as follows:
• Steady green light to indicate vessel under automatic DP control, normal operational
status and confirming the alert status system functional;
• Flashing yellow light to indicate degraded DP control;
• Flashing red light to indicate DP emergency.
In addition to the above, onboard some units there may be an ‘advisory’ alert between green
and yellow (see below).
5.11.3.1 Alert Status Green

Normal operational status (green light): The vessel can be defined as connecting or
connected to the sea bed in normal operational status when the following conditions apply:
• Vessel under DP control and DP system operating normally with appropriate back up
system available;
• Thruster power and total power consumption is equal to or less than the maximum
thrust and power that would be needed after the worst case single failure, to avoid
exceeding the yellow alert limits;
• Vessel’s indicated position and heading are within predetermined limits;
• Negligible risk of collision exists from other vessels.
Advisory: For DP drilling it has become normal practice for there to be an intermediate alert
between green and yellow. This is called ‘advisory’ and is designed to provide an early warning
that some condition exists that needs to be considered by the key DP personnel and all
personnel involved with the permit to work system. This alert is to be covered by the WSOG. It
is communicated internally by phone or e-mail and is an agenda item at all management
meetings. The advisory events do not rate a yellow alert because there is still adequate DP
system redundancy in the current weather conditions. It, for example, would warn of high thrust
and power consumption and/or increasing environmental conditions and/or the need to change
position to reduce the riser angle.
DP drilling vessels at Dubai Petroleum assets shall inform the Fateh Port Captain if they have
adopted the ‘advisory’ alert.
5.11.3.2 Alert Status Yellow

Degraded status (yellow alert): The vessel can be defined as being in a degraded status when
any of the following conditions apply:
• A failure in a sub-system has occurred leaving the DP system in an operational
state(possibly after reconfiguration) but with no suitable backup available, so that an
additional fault would cause a loss of position;
• Vessel’s position keeping performance is deteriorating and/or unstable;
• The flex joint angle has reached 2°;
• Vessel’s indicated position deviates beyond limits determined during risk analysis or
HAZOP without simple explanation;
• Risk of collision exists from another vessel;
• Weather conditions are judged to be becoming unsuitable for DP drilling.
Note: A loss of position, other than a large excursion, should not be taking place. This
means that the DPO is certain that the position will be restored. A large excursion is one that
is outside the DP footprint for the existing circumstances.
5.11.3.3 Alert Status Red

Emergency status (red alert): A vessel can be defined as in ‘emergency status’ if any of the
following conditions apply:
• System failure results in an inability to maintain position or heading control;
• Any external condition exists, including imminent collision, preventing the vessel
maintaining position;
• There is no time available for position recovery;
• The critical offset is expected to be reached;
• Maximum permissible riser angle is exceeded.
Note: The measurement of the critical offset depends on the position references and the
position being sought by the DP control system. If these are wrong the offset is wrong.
5.11.4 DP Drilling Vessels: Alert Responses

The following drilling operational responses would be expected to the alert levels initiated by
the DPO:
5.11.4.1 Response to Green

Normal operational status; no action;
Advisory: All key personnel informed by agreed method(s) of communication for the situation
to be discussed;
5.11.4.2 Response to Yellow

Degraded status; the drill floor should start preparing for a disconnection. The senior DPO and
duty driller should confer and decide if any further action is necessary before the more senior
personnel assemble to discuss the situation formally.
Note: The above response is very flexible, so that (a) the alert is sounded early rather than late,
(b) discussions take place between the duty personnel followed by senior personnel as
appropriate and (c) the safety of drilling operations is improved.
5.11.4.3 Response to Red

Emergency status - emergency disconnect sequence to be initiated.
5.11.5 DP Drilling Vessels: Operations

A riser management programme can assist operations particularly in deeper water where high
subsea currents are likely. If such a facility is installed, steps need to be taken, when connected,
to confirm the system is set up correctly and that there are no serious software bugs. The data
should also be available for use with any DP data recorder so that incident analysis is possible.
An escape route for use in case of emergency should always be readily available. This should
account for bathymetry and for any architecture on the seabed.
5.11.6 DP Drilling Vessels: Personnel Responsibilities and Capabilities
5.11.6.1 Master (also OIM onboard some drilling units)

The Master is ultimately responsible for the safety of the vessel and all personnel onboard or
working from it, and he has ultimate authority in extreme circumstances, and after due
consultation with the Drilling Supervisor, to forbid the start or order the termination of drilling
operations on grounds of safety to personnel or the installation. The Master also has the
responsibility of ensuring the compatibility of the vessel’s safety management system with that
of any platform within whose jurisdiction it is working (in accordance with IMCA M 125 – “Safety
Interface Document for a DP Vessel Working near an Offshore Platform”). To this end he shall
liaise with the Fateh Port Captain.
5.11.6.2 Drilling Supervisor

The Drilling Supervisor should be in overall charge of the drilling operation and for the safety
and integrity of the well being drilled. This supervisor has the authority to forbid the start or
order the termination of drilling operations on grounds of drilling safety.

The Dubai Petroleum Onboard Representative should, in conjunction with the contractor’s
senior onboard representative, be responsible for the proper performance of all work in
accordance with the contract. He may request the start of DP or drilling operations, and
should have the authority to veto the start of, or order the termination of DP drilling operations.
5.11.6.4 Priorities onboard DP Drilling Vessels at Dubai Petroleum Offshore Assets

Priorities should be clearly established for dealing with a DP emergency. The authority of
the Master/OIM and Drilling Supervisor are of fundamental importance at such times. Each
should co-operate closely on these priorities so that there is no room for doubt or dissension
and so that the senior DPO and Driller on duty at the time of an emergency act to the same
priorities without undue hesitation.
When determining priorities the following should be
considered:
The safety of life is the first priority. The Master/OIM has ultimate authority to assess and decide
on courses of action in this respect. The advice of the drilling supervisor should be taken into
account;
The safety of property is of lower priority. No effort should be made to safeguard property at
the expense of safety to life, but the potential danger to life associated with certain
threats to property should not be overlooked. The advice of the Client’s Representative and
OIM of any adjacent installation should be considered, where possible, with respect to the
safety of offshore platforms and equipment.
5.12 DP Accommodation Vessels

In addition to the basic principles previously outlined, Dubai Petroleum requires that DP
accommodation vessels working at Dubai Petroleum offshore assets should meet the following
design requirements:
• No known single failure mode should risk position loss such that the gangway
connecting the DP vessel to the offshore structure will be damaged or move in such a
way as to injure personnel using the gangway. Personnel should have sufficient
warning to safely evacuate the gangway.
• The determination of safe working limits should consider the speed with which position
could be lost, relative to the time required for warning personnel on the gangway and
in its immediate vicinity, evacuating personnel from the gangway and lifting and
swinging it clear.
• The maximum excursion expected in the prevailing conditions before recovery of
position and the effect of this on the distance between the two structures and the time
taken to recover position should be considered in the risk analysis.
Note: Pull off or excursion limiting anchors can be considered for accommodation vessels
and the philosophy outlined under crane vessels (see 5.13) is then applicable.
In order to reduce the risk of contact with the structure, the safe working limits can include
disconnection and stand off for periods outside changes of shift.
5.12.1 DP Accommodation Vessels: Redundancy

Redundancy to reduce the effect of failure modes and improve safe working limits is desirable
on DP accommodation vessels. The level of redundancy is a matter for owners and designers
to optimize to achieve practical and economically viable safe working limits. DP drilling units
that operate at Dubai Petroleum’s offshore assets shall be at least DP equipment class 2
on the basis that close-quarters positioning alongside fixed installations shall be very likely.
There shall be a requirement for such vessels to perform their work in moderate weather
conditions.
In the event that a DP accommodation vessel is required alongside a Dubai Petroleum offshore
installation during worsening marginal weather conditions such that, in the event of the
worst case failure, the vessel would lose position, a risk analysis must be carried out to consider
whether the gangway will lift and clear and whether the vessel will move away from the structure
or towards it in various environmental conditions.

to provide, as far as practicable, a good all-around DP capability for intact and worst failure
situations. In addition consideration should be given to providing a balanced athwartships
capability in the intact and worst failure conditions. All thrusters should be well tuned for the
gangway motion to be kept well within alarm limits.
one thruster. If separation for fire and flood is not reasonably achievable the risk of fire and
flood should be considered and as far as possible high risk areas for example engine rooms,
boiler rooms, machinery spaces avoided by the cables of redundant equipment. It is important
that cables are not routed such that the designed worst case failure mode, for example
a switchboard fault, is compromised because failure in common cable routeing in an engine
room would cause more (or more critical) thrust units to fail than the switchboard fault.

The sudden unexpected failure of one diesel engine should always be a design and operational
consideration, as should a fire in one engine room. The latter however will normally involve a
period of time during which the gangway can be raised and the vessel moved away from the
installation. Vessels with independent engine rooms, capable of supplying enough thrust to
keep position with one shut down, have a lower risk of position loss as a result of power
loss and should therefore have higher allowable safe working limits. It is essential that smoke
from a fire in one engine room cannot be drawn into the other engine room and confuse
operators or activate additional smoke alarms, so as to make the fire appear worse than it is.
If gas detection systems are needed for the platforms served, automatic shutdown of engine
rooms should be avoided and only alarms and manually initiated shut downs used.

Dubai Petroleum requires that for DP accommodation vessels with complex and redundant
power generation and thruster systems with load shedding systems the power management
has to be automatic, comprehensive and operate for all switchboard and bus tie combinations.
It has also to be redundant itself or fail safe so that no loss of power or thrust takes place on
failure of the power management system. Designers should ensure that there is a clear
interface between the blackout prevention control by the DP control system and that exercised
by the power management or the individual thruster protection.
improve the speed of response to a power demand then failures of this communication should
essential.
open when close to structures in accommodation mode and closed for other work, then
the power management system will need to operate for each side or section of the switchboard
independently.

Dubai Petroleum requires that the power distribution should be so arranged that for gangway
connected work using DP, a fault on any switchboard section separated by bus ties does not
cause the loss of the whole switchboard. This should be the case for every working combination
of generators and thrusters. To achieve this requirement the bus ties should be set and tested
at regular intervals, so that they split the bus before any tripping of generators has taken place
on the healthy section of the switchboard. If there is a realistic chance of the bus ties not
opening, or not opening fast enough, to prevent a blackout then the switchboard should be split
for the work.
Similarly no fire or flood in any vulnerable space should hazard electrical power or control
cables that could cause a total loss of position control before a safe situation is reached.

Dubai Petroleum requires that for gangway connected work using DP close to a structure the
minimum control requirement is two automatic, fully redundant control systems providing, on
loss of one, a smooth transfer to the other which would be unnoticed by personnel crossing the
gangway.
In addition there should be a joystick facility for manoeuvring which can be separate or
an integral part of the DP control system. The gangway should be visible from the DP control
location either directly or via CCTV.
If fire or flood is a realistic failure mode within the DP control location then Dubai Petroleum
may consider the requirement for such a vessel to be DP equipment class 3.
It shall be a requirement that DP control computers sensors and UPS units located remotely
from the DP control console be separated so that maximum protection is given to the redundant
DP control system, or if located together the space shall require a fire and temperature
detection system. In this region there shall be a requirement for air-conditioning in these areas.
Such a fire risk is unlikely to come from within the DP control console space, but it is desirable
that cable run locations above and below should be designed with such a risk in mind.
Dubai Petroleum requires that at least one computer should be uninterrupted by the worst
power loss fault possible and be able to continue operating with associated equipment for at
least 30 minutes. It is also prudent to provide an independent UPS for each DP control system,
with independent battery back-up and no cross connection. Such an arrangement does not
increase safe working limits, but it can decrease the risk of a fault causing loss of the
redundant DP control system.

Dubai Petroleum requires that three position references should be on line, when the gangway
is connected and two during approach. If a taut wire is one of the three position references, re-
plumbing it shall not contribute a violation of the above. However personnel should not normally
be crossing the gangway when this is carried out and this action should be completed as
quickly as reasonably practicable.
Power supplies to references should not be common nor should their cable routes. The DP
control system should be able to identify a fault in a position reference, alert operators and
change to other position references and/or reject the suspect sensor. When the gangway is
connected, the point of interest is the gangway and a horizontal taut wire or radio reference
(line of sight) near this location should always be considered, as should the use of gangway
itself as a position reference. If the installation or structure on which the gangway is deployed
is moored or tethered, then the position references used should all be referenced relative to
the gangway deployment point, so that the surge, sway and yaw of the installation or structure
does not degrade the DP control systems performance. Prior to such an operation the vessel
operator should contact the DP control system supplier to check if any special settings are
required to take into account the motion characteristics of the installation or structure on which
the gangway is deployed.

At least two wind sensors in different locations, with separate supplies and cable routes, should
be provided. If a third unit is installed it should be in a different location or in the better of the
two locations for the other wind sensors. If the wind sensors are at very different heights they
should be corrected so that operators can compare them easily. Whenever possible all wind
sensors should be selected. The DP control should be able to identify a faulty unit and alert
operators before a position change takes place.

The design and arrangement of these sensors should ensure that the independence of
the position references is not compromised if one of them fails because all position references
are using the same vertical reference sensor and/or gyro compass.
5.12.2 DP Accommodation Vessels: Communications
5.12.2.1 Voice Communication

Priority voice communications should be available to ensure immediate and clear transfer of
information between all responsible parties. In particular, these should include:
• Engine control room;
• Gangway control position;
• Platform control room.
All essential voice communications systems should be provided with redundancy, either
through duplication or by provision of an alternative system. Terminals should be sited
close to the normal operating positions of the personnel for whom they are provided. The
equipment should be capable of single hand or foot control. The communication between the
DP control position and gangway control position should be easy to use during the gangway
landing operation.
5.12.2.2 DP Alert Status System

Accommodation vessels on hire to Dubai Petroleum using DP shall be fitted with a system
of lights and audible alarms supplied by an uninterrupted power supply and similar to those
already specified in other DP operations. These alerts shall be located in the positions listed
above and be configured as follows:
• Steady green light to indicate gangway connection can be maintained to safe working
conditions;
• Flashing yellow light to indicate vessel has suffered a failure or reached safe working
limits such that one additional event would cause a red alert. Gangway alarm should
be given and personnel evacuated from gangway area;
• Note: The decision on whether the unit should move clear of the fixed structure will
depend on the existing circumstances. For example, in moderate weather or weather
that would take the unit towards the structure the unit should move outside the 500m
zone until green status is restored. A smaller move or no move at all could be adequate
if environmental conditions would take the unit away from the structure.
• Flashing red light to indicate position is being lost or excursion is greater than the
predetermined safe limits. The gangway is at risk if not cleared immediately and a pre-
determined sequence for achieving a ‘safe situation’ is about to be carried out.
5.12.2.3 Gangway Alerts

All DP accommodation vessels on hire to Dubai Petroleum shall operate a gangway alert
system independent of the DP control system that shall relate directly to the status for
gangway crossing:
• Green status lights each end of the gangway indicate free passage.
• Yellow flashing lights each end of the gangway and an audible warning indicate that
pre-set gangway stroke limits have been reached (for example ±3.5m) and persons
using the gangway should exit by the quickest route and clear the area around where
the gangway is landed.
Red flashing lights each end of the gangway and an audible alarm indicate that higher pre-
set gangway stroke limits have been reached (for example ±4.5m) and the gangway can be
expected to auto lift.
5.12.3 DP Accommodation Vessels: Operations

Accommodation arrangements if the unit is located alongside a fixed installation shall be under
the organizational management of the OIM of the permanent platform while the Master/OIM
of the unit shall retain overriding authority under IMO Resolution A443 (XI).
Decisions relating to the movements of the accommodation unit will normally be decided
between those on the unit and the permanent platform. For emergency situations there
should be pre-set arrangements so that action does not become delayed by prolonged
communication. Emergency situations on the installation may require that the accommodation
unit remains with the gangway connected, even though a yellow alert occurs at this time.
5.12.4 DP Accommodation Vessels: Personnel Responsibilities and Capabilities
5.12.4.1 Master/OIM
The Master/OIM is ultimately responsible for the safety of the vessel and all personnel
onboard or working from it, and he has ultimate authority in extreme circumstances, to lift
the gangway and clear the nearby installation. The Master shall be appointed as, and assume
the responsibilities and authorities of, the offshore installation manager (of the unit) while the
vessel
is operating under DP and is acting as an offshore installation. He also has the responsibility
of ensuring the compatibility of the vessel’s safety management system with that of any platform
within whose jurisdiction it is working (in accordance with IMCA M 125 – “Safety Interface
Document for a DP Vessel Working near an Offshore Platform”). To this end he shall liaise
with the Fateh Port Captain.
5.12.4.2 Manning for DP when Gangway is Connected

Every DP vessel engaged in DP when gangway connected to an offshore structure should
meet the following requirements:
• The Master/OIM should be appropriately trained for this type of DP operation and
experienced with the maneuvering required to land the gangway. He should also be
capable of assuming the role of DPO;
• Two DPOs should be present in the DP control room whenever DP is being used inside
the 500m zone. Each should be capable of operating the system. One of them should
hold an appropriate deck-officer’s qualification to be in charge of a navigational watch;
• The period of time for which the watch keeper, referred to in ii) above, continuously
operates the DP control system should be limited to avoid loss of concentration. It is
unlikely that continuous periods of longer than two hours would be satisfactory and in
some circumstances this may need to be shortened;
• Engine control rooms or engine rooms as appropriate, should be adequately manned

by trained personnel at all times when within 500m zone of an installation. This should
include a watch keeping engineer familiar with the operation of the power plant and the
functions of the power management system;
• An appropriately trained technician, capable of minor fault finding and maintenance on
the DP system, should be on-board at all times when DP operations are taking place.
5.13 Crane Vessels

In addition to the basic principles previously outlined, Dubai Petroleum requires that DP crane
vessels working at Dubai Petroleum offshore assets should meet the following design
requirement:
• No known single failure mode should cause an excursion or loss of position such that
contact with a nearby structure is possible, whether such nearby structure is fixed or
floating, moored or using DP.
The determination of safe working limits should consider:
• the clearance necessary in the normal operating (green light) situation, so that the
failure case above is met with a margin of 10m (this margin shall not apply to the
clearance between the crane and the lift but all reasonable steps should be made to
maximize this clearance); and….
• the exposure time that the crane barge and the DP control system are constrained by
the lift fixed horizontally to the platform.
The use of a passive system of pre-laid anchors or external power, for example tugs, can help
in meeting the demands imposed by the above philosophy. However it is essential that the
response and response times of such an arrangement are taken into account. If tug propellers
are left in operation while towing lines are connected they should be as reliable as any thruster
of similar power source and free from failure modes that might cause a sudden unexpected
towline force.
The DP control system design and operation should be suitable for the changes imposed by
moving and placing lifts on fixed structures.
5.13.1 DP Crane Vessels: Redundancy

Redundancy to reduce the effect of failure modes and improve safe working limits is desirable
on DP crane vessels. The level of redundancy is a matter for owners and designers to optimize
to achieve practical and economically viable safe working limits. DP drilling units that operate
at Dubai Petroleum’s offshore assets shall be at least DP equipment class 2 due to the close-
quarters positioning requirements alongside fixed installations

The arrangement and size of thruster units and power should provide, so far as is practicable,
a DP capability after the worst case failure that will enable the lift to be completed. The limiting
condition will depend on the design but the DP capability plots should assume that the crane(s)
are up as if carrying out a large lift over the stern.
one thruster. It is important that cables are not routed such that the designed worst case
failure mode, for example a switchboard fault, is compromised because failure in common cable
routing in an engine room would cause more (or more critical) thrust units to fail than the
switchboard fault.

The sudden unexpected failure of one diesel engine should always be a design and operational
consideration, as should a fire in one engine room. The latter failure however will normally
involve a period of time during which some action can be taken for example clear the load or
complete the lift. The power on line and available should include the power for the crane(s) and
ballast system as part of the base load if these are supplied from the same generator plant
as the DP system. In the event of the worst case failure, restoration of adequate power for DP
and lifting, including by ballast, is a priority. Utilities such as fuel oil and cooling water required
for power generation should be redundant, or have a passive capacity to support power
generation for longer than it is likely to take to reach a safe situation. It is essential that smoke
from a fire in one engine room cannot be drawn into the other engine room and confuse
operators or activate additional smoke alarms so as to make the fire appear worse than it is.

Dubai Petroleum requires that for DP accommodation vessels with complex and redundant
power generation and thruster systems with load shedding systems the power management
has to be automatic, comprehensive and operate for all switchboard and bus tie combinations.
It has also to be redundant itself or fail safe so that no loss of power or thrust takes place on
failure of the power management system. There should be a clear interface between the
blackout prevention control by the DP control system and that exercised by the power
management or the individual thruster protection.
improve the speed of response to a power demand then failures of this communication should
essential.
open while conducting lifting operations and closed for other work, then the power management
system will need to operate for each side or section of the switchboard independently.

Dubai Petroleum requires that the power distribution arrangement should be set up for
lifting work on DP, so that a fault on any switchboard section separated by bus ties should not
cause the loss of the whole switchboard. This should be the case for any working combination
of generators and thrusters and include power distribution faults to the crane(s) if they are
part of the same distribution as the thrusters. To achieve this requirement the bus ties should
be set and tested at regular intervals so they split the bus before any tripping of generators has
taken place from the healthy sections of the switchboard. If there is a realistic chance of the
bus ties not opening, or not opening fast enough, to prevent a blackout, then the switchboard
should be split for the work.
Similarly, no fire or flood in any vulnerable space should hazard electrical power or control
cables that could cause a total loss of position control before a safe situation is reached.

Dubai Petroleum requires that for lifting work using DP, the minimum control requirement is
two automatic, fully redundant control systems providing, on loss of one, a smooth transfer
to the other which would be unnoticeable with regard to the lifting operation taking place.
In addition there should be a joystick facility for manoeuvring which can be separate or
an integral part of the DP control system.
The joystick should afford manual control of fore and aft, athwartships and rotational thrust with
an optional automatic control of heading. The operators should be suitably experienced with
this mode of position control and can maintain the vessel’s position adequately to always
provide enough time for clearing the lift.
Both gyro compasses should be available to the joystick control system.
A simple independent display of vessel position should be provided by, for example, the
DGPS display for use in the event of DP control unit failure.
Position control during the stabbing of loads should be very stable and the time that the crane
vessel is connected to the structure, via the lift, should be as short as possible. To help facilitate
this, rapid ballast control should be used in a way that will not cause any disturbance of the DP
control system. In addition the DP control system supplier should provide operators with
guidance on control system setting changes that are likely to be needed to avoid the instability
that can be caused from the vessel stiffness change when the load is stabbed.
If fire or flood is a realistic failure mode within the DP control location then Dubai Petroleum
may consider the requirement for such a vessel to be DP equipment class 3.
It shall be a requirement that DP control computers sensors and UPS units located remotely
from the DP control console be separated so that maximum protection is given to the redundant
DP control system, or if located together the space shall require a fire and temperature
detection system. In this region there shall be a requirement for air-conditioning in these areas.
Such a fire risk is unlikely to come from within the DP control console space, but it is desirable
that cable run locations above and below should be designed with such a risk in mind.
Dubai Petroleum requires that at least one computer should be uninterrupted by the worst
power loss fault possible and be able to continue operating with associated equipment for at
least 30 minutes. It is also prudent to provide an independent UPS for each DP control system,
with independent battery back-up and no cross connection. Such an arrangement does not
increase safe working limits, but it can decrease the risk of a fault causing loss of the
redundant DP control system.

When a crane vessel is also gangway connected one point of interest is the gangway and the
requirements for accommodation units are also applicable. When lifting, the point of interest
is the hook of the crane which is required to be dynamically positioned as the weight is
loaded/transferred. Position references should be organised for this situation with respect to
line of sight and movement, particularly if the loading is on to a floating unit that itself may
change position and/or heading. At least two position references should be on line during
approach and three when gangway connected and/or when lifting. Allowance should be made
for cranes causing the loss of the line of sight for radio, radar or laser position references so
four or five position references might be needed to be sure of always having three. The
power supplies of references should not be common and cable routes should be separated.
Furthermore, no single factor should reduce the vessel to less than two position references.
The DP control systems should be able to identify a fault in a position reference, alert operators
and reject the suspect sensor.

At least two wind sensors in different locations, with separate supplies and so far as practicable
separate cable routes are necessary. The locations chosen should take into account the
movement of cranes and turbulence caused by crane movement. If the wind sensors are at
very different heights they should be corrected so that operators can compare them. Whenever
possible all wind sensors should be selected. The DP control should be able to identify a faulty
unit and alert operators before a position change takes place. If a third wind sensor is installed
it should preferably be in a different position, or if not in the best of the two separate
locations already provided.

using the same vertical reference sensor and/or gyro compass.

5.13.2 DP Crane Vessels: Communications
5.13.2.1 Voice Communication

Priority voice communications should be available to ensure immediate and clear transfer of
information between all responsible parties. In particular, these should include:
• Back-up DP control position if provided;
• Engine control room;
• Ballast control position;
• Deck (lifting) Superintendent;
• Crane cab(s).
All essential voice communications systems should be provided with 100% redundancy, either
through duplication or by provision of an alternative system. Terminals should be sited close to
the normal operating positions of the personnel for whom they are provided. The equipment
should be capable of single hand or foot control.
5.13.2.2 DP Alert Status System

Crane vessels on hire to Dubai Petroleum using DP shall be fitted with a system of lights and
audible alarms supplied by an uninterrupted power supply and similar to those already specified
in other DP operations. These alerts shall be located in the positions listed above and be
configured as follows:
• Steady green light to indicate full working can be undertaken to safe working limits;
• Flashing yellow light to indicate the vessel has suffered a failure or reached safe
working limits such that any additional event would cause a red alert. Lifting operations
should be terminated with the load being placed or lifted clear whichever is the safest
option. If sufficient power for keeping position would be lost by using the crane, the
priority for power should be decided by the circumstances.
Note: All realistic failure circumstances should be analyzed by the project specific risk studies
and included in the project procedures as necessary: this may also cause changes to the yellow
alert criteria and responses. Gangway passage should be stopped and personnel kept clear of
lifting and stand by for pre-arranged plan, if red alert takes place. A similar status alert should
be sounded on the platform being attended, if manned.
• Flashing red light to indicate position is being lost or excursion is greater than the pre-
determined safe limits and damage to the lift and/or the installation being attended is
possible. Personnel should move clear of the crane and the lift area and the platform should
sound a pre-determined emergency signal. If the lift is clear, the crane vessel should move
from the vicinity of the installation as soon as possible.
5.13.3 DP Crane Vessels: Operations

Crane vessel lifting operations when conducted shall be subject to specific operations
procedures deemed necessary by Dubai Petroleum. In addition the crane vessel will come
under the responsibilities of the OIM on the permanent platform and be regulated by the safety
interfaces in place.
5.13.4 DP Crane Vessels: Personnel Responsibilities and Capabilities
5.13.4.1 Master/OIM
The Master/OIM is ultimately responsible for the safety of the vessel and all personnel onboard
or working from it and all those associated with the lifting operations. He has ultimate authority
in extreme circumstances, to instigate clearing of the lift and any gangway connection to a
nearby structure and for moving the crane vessel out of the area. He also has the responsibility
of ensuring the compatibility of the vessel’s safety management system with that of any platform
within whose jurisdiction it is working (in accordance with IMCA Guidelines M125 – “Safety
Interface Document for a DP Vessel Working near an Offshore Platform”). To this end he shall
liaise with the Fateh Port Captain.
5.13.4.2 Construction Superintendent

The construction superintendent should be in overall charge of the lifting operation and
the safety and integrity of the lift and the personnel working on the lifting operation. He has the
authority to forbid the start or order the termination of the lifting on grounds of safety.

The Dubai Petroleum Onboard Representative should, in conjunction with the contractor’s
senior onboard representative, be responsible for the proper performance of all work in
accordance with the contract. He may request the start of the lifting operations and he has the
authority to veto the start of lifting operations. However, he may only request the termination of
lifting since there is a point where it would be safer to continue rather than abort.
5.13.4.4 Manning for DP during Heavy Lift Operations

The requirements for numbers of qualified DPOs will vary. Every DP crane vessel when
engaged in lifting operations should, however, meet the following minimum requirements:
• The Master/OIM shall be present on the bridge whenever heavy lifting is taking place;
• The Master/OIM should be appropriately trained for this type of DP operation and
experienced with the maneuvering required to execute the lift. He should also be
capable of assuming the role of DPO;
• Two DPOs should be present in the DP control room whenever DP is being used inside
the 500m zone. Each should be capable of operating the system. One of them should
hold an appropriate deck-officer’s qualification to be in charge of a navigational watch;
• The period of time for which the watch keeper, referred to above, continuously
operates the DP control system should be limited to avoid loss of concentration. It is
unlikely that continuous periods of longer than two hours would be satisfactory and in
some circumstances this may need to be shortened;
• Engine control rooms or engine rooms as appropriate, should be adequately manned
by trained personnel at all times when within 500m zone of an installation. This should
include a watch keeping engineer familiar with the operation of the power plant and the
functions of the power management system;
• An appropriately trained technician, capable of minor fault finding and maintenance on
the DP system, should be on-board at all times when DP operations are taking place.
6. Anchor Handling, Towing, Rig Move & Barge Operations

6.1 General
This section contains instructions and guidelines that relate to all vessels that engage in anchor
handling, towing, rig-moving, barge work and similar operations at Dubai Petroleum’s offshore
assets.
These operations are potentially hazardous. Masters, crews and rig/installation personnel
should appreciate operational limitations of vessels, including power and freeboard. The
safety of vessel and crew is paramount.
Dubai Petroleum embraces the ‘Code of Safe Working Practices for Merchant Seamen’
(Reference: MSCP 01) regarding general and particular aspects of cargo handling,
particularly
Page 115 of 217
in an offshore environment.
These instructions and guidelines shall be followed by any vessel/unit operated by, chartered
to, or operated on behalf of a Dubai Petroleum operation.
It is appreciated that there could be occasions when restrictions detailed in these instructions
may be impractical, and in these cases the Dubai Petroleum operation will be consulted
regarding alternative arrangements, but any alternative arrangements must be approved by the
Dubai Petroleum operation, in writing.
6.1.1 Planning
Operations in anchor handling, towing, rig-moving and barge work require careful planning
and all should require specific, project procedures.
The process of planning and the contents of specific operations procedures should
typically cover and contain the following headings:
• Introduction;
• Description of unit to be moved/anchored etc.
• Details of arrival and departure Locations;
• Health safety & environment;
• Duties and responsibilities for relevant parties;
• Support;
• Operations;
• Reference documents;
• Appendices.
6.1.1.1 Introduction
To contain a site specific, brief summary of the operation, time scale and those involved
and points of contact for the Masters of involved vessels.
6.1.1.2 Description of unit to be moved/anchored etc.

The following should comprise a minimum of information
required:
• Chain type and length, numbering of anchor lines and anchor pattern;
• Anchor type(s), weight and quantity;
• Towing gear arrangement + SWL;
• Propulsion systems (size and type of thrusters, DP on MOU/MODU);
• Draft and freeboard on both locations and during shifting;
• MOU/MODU data card to be made available to AHTS Master(s);
• Weather limitations taken from safety case of unit to be moved.
6.1.1.3 Details of Arrival and Departure Locations

This section should typically comprise of the following:
• Topographical diagrams of sea bed showing subsea structures and obstructions;
• Drawings of current and proposed anchor patterns showing all mooring arrangements;
• Water depth;
• Bottom type;
• Catenary curves.
6.1.1.4 Health Safety & Environment

This subject matter shall be in accordance with Dubai Petroleum’s HS&E policy statement
and
Rig/AHTS Owners SMS documents.
6.1.1.5 Duties and responsibilities for relevant parties
The planning and execution of a rig move will include:
• Hire in required vessels, mooring equipment, survey positioning equipment as
appropriate;
• Brief all involved in the scope of the rig moving operation, which will include planning
and risk assessments for the whole operation;
• Ensure installation is moored in accordance with the proposed anchor pattern;
• Obtain info for site survey for current and proposed anchor patterns, including soil
samples for jack ups, seabed infrastructure, conditions, and any obstructions;
• Confirm minimum distances horizontal/vertical to installations and pipelines for anchors
and anchor lines, including elevated catenaries;
• Collate weather/wave data and tidal streams;
• SIMOPS;
• Determine requirement(s) for ‘bridging’ document(s);
• Determine logistics requirements and ensure A/H equipment is sourced, certified and
shipped;
• Nominated marine reps, survey and warranty surveyors to be suitably briefed;
• Full clear written steps for installation move showing key roles, responsibilities,
contacts list, unmooring and mooring plan with drawings, upper weather limitations of
• operation;
• MOU/MODU drafts/freeboard data to be made available to AHTS vessels;

• Brief AHTS master prior to leaving port, and notify point of contact. Vessel ‘Health,
Safety and Environmental Check List’ to be completed at this time;
• Carry out mooring analysis, to include anchor pattern, step/skid drawings, catenary
curves - (these drawings to be included in the final procedures document);
• Notify local agencies;
• Appoint sole point of contact through which all relevant notifications and exterior
communications will pass;
• Decide when it is safe and practicable to commence operations within the limitations of
the installation’s operating manual;
• Management of Change (MOC) for any significant deviation from the proposed rig move
procedure. MOC procedure to be agreed upon by all parties offshore;
• AHTS to be fit for purpose and capable of 24 hours working and two man bridge
watches;
• Contingency Planning’ as per Dubai Petroleum’s requirements;
• All concerned parties/contractors to review their procedures at regular intervals.
6.1.1.6 Support
• Vessel requirements;
• Mooring and rigging equipment;
• Navigation package;
• Weather forecasting service.
6.1.1.7 Operations
• Onshore rig move meeting to be held where operational procedure will be reviewed
and agreed upon;
• Offshore pre-meeting with all AHTS Masters in attendance via conference call to
discuss, safe job analysis/task-based risk assessments, content of briefings, safety
meetings and toolbox talks etc.
• Proposed passage plan to be drawn up by Port Captain;
• Definitive passage plan to be drawn up by (senior) towing vessel Master and agreed
with Tow Master.
6.1.1.8 Reference Documents
This section might include latest revisions of the following:
• North West European Area Guidelines for the Safe Management of Offshore Supply
and Anchor Handling Operations;
• OLF 61A (Norwegian Oil Industry Association Anchor Handling Guidelines);
• (UK) HSE operations Notices #3, 6 & 65;
• (UK) HSE OSD 21 for jack ups.
Plus any additional documents required by Dubai Petroleum, such as these procedures.
6.1.1.9 Appendices
The Appendices should contain large documents, plans and drawings relevant to the operation.
Typically these may include:
• Description of anchor types to be used;
• Bottom survey(s);
• Proposed passage plan;
• Tidal information;
• Cross track distance table for running anchors;

• AHTS vessel specifications;
• Catenary curves;
• Warranty certificate of towage approval, plus…
• …others, as required.
6.1.2 Minimum Requirements for Vessels

Offshore AHVs shall be equipped, as a minimum, with bow thruster and twin screw capability.
The actual power requirements, additional thrusters, bow and/or stern, and redundancy shall
be assessed for each operation with consideration given to the type of operation, environment,
and depth of water and size of anchor equipment to be managed.
Vessels involved in anchor handling and towing operations, together with their equipment, must
be suitable for the intended purpose and have adequate and competent manning.
Where applicable, vessels shall have a Bollard Pull Certificate issued by a recognized industry
authority. The bollard pull certificate will have a maximum validity of 10 years.
All vessels will be subject to approval from an appointed DPE Marine Surveyor and
inspection/briefing by an appointed towmaster.
6.1.3 Manning Levels

During AHTS operations for Dubai Petroleum there shall be three qualified personnel on deck
at all times to ensure the safety of the vessel, safe discharge, back-load of deck/bulk cargo
and safe anchor handling/towing operations. One of the deck personnel will be trained in
crane signals and will act as “banksman” giving clear signals to the platform/unit crane driver
and ensuring the safety of the deck personnel. The “banksman” is not to be physically involved
in the operation whilst acting in this role.
6.1.4 Limitations and/or Defects Affecting Vessel Performance

Any incident or breakdown involving any vessel/unit within DPE Field boundaries must be
reported to the Dubai Petroleum Representative and the respective Radio Room immediately.
Work shall be suspended until such time as effective remedial action has proven to have been
taken to make the vessel/unit fully operational.

6.1.5 Vessel Stability during Anchor Handling & Towing Operations
Anchor handling affects various facets of ship stability that have high risk potential if they
are ignored. The capsize and subsequent sinking of the AHTS Bourbon Dolphin off the
Shetland Islands in April 2007 illustrates the importance of stringent, proactive procedures
during such operations.
A high level of tensile force (tension) in the chain or wire may cause great heeling moment and
high astern or transverse speed of motion in the anchor handling vessel. A simultaneous loss
of thrust force on the vessel’s own propellers and or fatal rudder position may result in a rotation
which leads to a considerable increase in transverse forces. Environmental conditions as wind,
waves and currents will also influence the operations.
High astern or transverse speed of motion may occur as a result of high hauling speed on the
anchoring winches or as a result of entire or partial loss of the vessel’s own bollard pull. Loss
of bollard pull will cause the vessel to be pulled astern with great force by the tension in a
heavily strung anchor arrangement.
By using towing hooks, an emergency release of the hook may ensure that the ship is able to
quickly relieve herself from the applied forces. For towing or hauling by use of winches, there
is no equivalent release method.
It should be noted that the stability requirements for supply and towing vessels allows for the
angel of heeling at which the maximum righting arm (GZ-max) appears to be under 20 degrees,
but not less than 15 degrees. Thus, even a slight heeling can be critical.
It should also be noted that the angle of flooding, which results in water on the aft deck, occurs
before the vessel reaches the angle for maximum righting arm (GZmax). Astern trim reduces
the angle of flooding further.
6.1.6 Measures to ensure Stability

For vessels that are used for anchor handling and which at the same time are utilizing
their towing capacity and/or the tractive power of winches, calculations must be made
showing the acceptable vertical and horizontal transverse force/tension to which the vessel
can be exposed. These calculations must consider the most unfavourable conditions for
transverse force/tension and as a minimum include the following:
Calculations must be made for the maximum acceptable tension in wire/chain, including
maximum acceptable transverse force/tension that can be accepted in order for the vessel’s
maximum heeling to be limited to one of the following angles, whichever occurs first:
• Heeling angle equivalent to GZ-value equal to 50% of GZ-max;
• The angle of flooding, which results in water aft on working deck when the deck is
calculated as flat;
• 15 degrees.
The heeling moment must be calculated as the total effect of the horizontal and vertical
transverse components of force/tension in the wire or the chain. The torque arm of the
horizontal components shall be calculated as the distance from the height of the work deck
at the guide pins to the center of main propulsion propeller or to center of stern side propeller
if this projects deeper. The torque arm of the vertical components shall be calculated from
the center of the outer edge of the stern roller and with a vertical straining point on the upper
edge of the stern roller.
The other loading conditions for the vessel shall be as stated for anchor handling in approved
stability calculations and in accordance with prevailing practice with regards to loads on
deck and winch reels. The vertical force from the tension shall be included in the loading
conditions, upon which calculations of trim and curve for righting arm (GZ-curve) are based.
Information stating the maximum force/tension in wire or chain, as well as corresponding lateral
point of direction according to the calculations, must be communicated to the vessels crew
and be displayed next to the control desk or at another location where the navigator on duty
easily can see the information from his command post.
The displayed information must be in the form of simple sketches showing the vessel’s GZ-
curve for righting arm, in addition to a table stating the relevant combinations of force/tension
and point of direction which gives the maximum acceptable heeling moment.
6.1.7 Vertical Lifting Capacity

The maximum tension in chain or wire during a clean vertical lift without bollard pull (BP) is not
permitted to be more than that which is stated for anchor handling (if any) in the approved
stability calculations, nor such that the highest transverse force according to the calculations
described above are exceeded.
6.1.8 Horizontal Bollard Pull

A vessel-specific curve must be prepared and arranged showing the maximum available
continuous BP for anchor handling as a function of the total power balance when required
capacity to ensure sufficient operation of the winch pumps and side propellers/azimuth-
thrusters has been taken into consideration.
According to the Industry reference (EU) FOR 695 of 15 September 1992, it is not permitted to
adjust the original stability calculations for reduced BP.
There is an industry recommendation that bollard pull certificates indicate two levels of
available pull based on two effect outputs as follows;
• Gross continuous bollard pull obtained using the vessel’s main propellers alone and
with the standard available power into the propeller shafts (as per MSC/Circ.884 –
Guidelines for Safe Ocean Towing).
• Net Continuous bollard pull obtained using only the main propellers and where
available power to the propellers is reduced by other consumption by heavy, auxiliary
machinery such as thrusters, anchor handling winches etc.
The gross continuous bollard pull will be the value always previously described in bollard
pull certification.
6.1.9 Emergency Release of Towing and Anchor Handling Equipment

Notwithstanding the information contained in FOR 695 regarding the effect of emergency
release on winches and equipment, it is a Dubai Petroleum requirement that for specific towing
and anchor handling operations, procedures for unintended situations shall be established,
which for each type of equipment will describe emergency release methods, time delays
and release speed. The procedures shall be communicated to the vessel’s crew and
vital information shall be displayed next to the control desk or another appropriate location
on the bridges where the navigator on duty easily can see the information from his usual
command post.
6.1.10 Vessel Stability during Tandem or other Joint Towing Operations

The Master of every vessel taking part in anchor handling or joint tandem or joint towing
operations shall ensure that calculations are made showing the loads/forces (tension) that may
occur during the operations in question. These calculations and plans shall be made together
with a Dubai Petroleum Representative. The calculations should show that the vessel can
reasonably handle the forces expected.
Of importance where multi-functional vessels are being used is the provision of stability
information for different sailing conditions.
The calculations must be accompanied by procedures describing the method for ensuring that
individual vessel is not exposed to forces exceeding the capacity of the vessel based on results
from calculations described above.
The plan must state that the towing operation shall be discontinued or emergency released
if one of the vessels is exposed to greater forces than anticipated.
During tandem and joint towing operations, the towing gear of each vessel must be arranged
that in the event of an unexpected parting of the tow line, or loss of power/bollard pull in one of
the vessels, both vessels have the capability of being released from the tow. A communications
plan for the operation must be established and be understood by all parties that shall ensure
effective and coordinated mitigating action in case of an emergency.
6.1.11 Limitations on Emergency Anchor Handling/Towing Operations

In the event that due to an emergency situation, no plans or procedures as previously described
have been made prior to an anchor-handling or towing operation, a general limitation shall be
imposed on all concerned vessels as follows:
Anchor handling/towing operations are to be stopped or relieved when a vessel heels to its
angle of flooding – i.e. danger of the working deck becoming awash considering the deck
flat. If the relief does not reduce the heel of the vessel, the wire or chain is to be disconnected
by emergency release.
6.2 Anchor Handling Operations

An effective radio communication link between the vessel and the installation on a nominated
channel should be maintained at all times whilst the vessel is engaged in anchor handling
and/or towing operations. The channel chosen should be clear of other operations to avoid
congestion and delay in issuing instructions.
The Master of a vessel engaged in anchor handling operations must be notified of any expected
helicopter movements to or from the installation during such operations.
The Master of any vessel engaged in anchor handling operations should question
any instructions or procedures that he feels are not consistent with the capabilities of the
vessel, good practice or that may compromise the safety of the vessel, installation or crew.
All equipment shall be tested and in working order. Third party inspection and certification
shall be in place and valid. Furthermore, all equipment must be operated in accordance with
manufacturer’s instructions.
Anchor handling vessels shall be fitted with a tug management package when operating
in vicinity of adjacent subsea infrastructures.
Sufficient back-up anchors, buoys, pennant systems, and associated equipment shall be
available in the field.
Adequate supervision and communications shall be in place for all personnel working on
any vessels and/or rigs/installations that may be operating in conjunction with the anchor
handling vessels.
The Port Captain shall ensure that all vessels and facilities in the area are informed of the
activities due to take place and he shall ensure that permits to work are in place.
Pre-move briefings of all concerned personnel from all units shall be conducted to ensure
anchor handling safety procedures are fully understood, along with their application to any site-
specific facility or MODU procedures.
The Masters of all involved vessels shall brief their crews on the planned operation prior to work
commencing. The briefing must be as detailed as necessary to fully inform crew members of
the proposed work programme together with any unusual aspects of the job and hazards that
may be encountered. Particular attention should be paid to briefing new or inexperienced crew
members regarding the hazards associated with anchor handling. A Risk Assessment Analysis
covering the proposed work shall be reviewed and any procedural changes that are made shall
be included in this briefing.
The load-bearing capacity of the wire, loads likely to be placed on the wire and the termination
methods to be employed shall be considered and understood.
A safe and effective method of ‘stoppering’ wire pennants shall be in place (hydraulic towing
pins and sharks jaws or similar are preferred).
The use of tellurite terminations is not permitted.
Payout limitations for chain from the facility or MODU shall be communicated to the vessels to
ensure speed is controlled.
Sets of cutting gear shall be readily available where required with a responsible person trained
in the use of the equipment.
Protective clothing to be worn during anchor handling operations
includes:
• High visibility coveralls ;
• Safety boots;
• Gloves;
• Safety helmets complete with chinstraps;
• High visibility work vest;
• Eye protection (including shaded safety spectacles for high glare conditions). Shaded
glasses shall not be worn at night and ordinary sunglasses shall not be substituted for
safety glasses;
• Sun cream (high U/V protection).
Weather forecasts shall be checked during all anchor handling operations. In marginal weather
conditions, there must be agreement to undertake operations between the Master of
each vessel, and the person in charge of the facility operation. Any party may call a cease in
operations should sufficient concern exist. The Towmaster and vessel Master should agree
a time line to complete the agreed operation a safety factor of 50% shall be added, to ensure
an adequate weather window.
All parties shall have information regarding the location of pipelines and sub-sea
obstructions/structures. Where anchor handling operations are conducted near pipelines or
subsea obstructions/structures, then risk assessments and mitigations shall be in place and
agreed upon by all parties. Debris survey, seabed bathometry surveys and debris clearance
shall have been conducted within the proximity of the destination location prior to
commencement of the operation and approved by the appointed Warranty Surveyor.
6.2.1 Clear Decks

Anchor handling vessels should have clear decks prior to commencing operations. All cargo
and equipment not needed should be discharged back to the rig/installation prior to
commencing operations.
6.2.2 Removal of Deck Clutter during Anchor Handling

Equipment, such as buoys, anchors, pennants etc. accumulated on the deck during operations
should be discharged back to the installation at regular intervals to avoid the hazards associated
with an accumulation of clutter on the working deck of the vessel.
Installation deck loads should be pre-planned to ensure that there is sufficient space and
capacity.
Vessel Master shall ensure that deck equipment is secure and that the deck is clear of
unnecessary vessel operational equipment.
6.2.3 Carriage of Spare Anchor Buoy

A spare anchor buoy shall be available throughout the operation in order that the vessel’s work
wire can be buoyed off should the need arise – e.g. if the weather deteriorates during anchor
running operations and it is not considered prudent to bring the vessel back alongside to
recover the chasing pendant, or if the vessel suffers a mechanical breakdown which restricts
its ability to maneuver safely alongside the rig/installation.
6.2.4 Winch Drum Visibility

On all anchor-handling vessels it is imperative for safety that the winch driver has a clear view
of the winch drum that is being operated. It is preferable that the Master also has a clear
view of the work drum. Both the Master and winch driver should have a clear view of the working
deck.
On vessels where there are video cameras installed to provide a view of the winch drum, these
and the associated lighting must be so positioned so as to give the best view possible.
The video system should be maintained so that the winch driver always has a clear view of the
drum.
In an emergency or due to system breakdown it may be necessary to operate the winches
using a crew member as an observer at the drum using a radio or hand signals to communicate
direct to the winch driver. If this is necessary the observer should be so placed that he is not in
any danger from the winch or the equipment being wound on/off. Hand signals should be
agreed prior to the operation and all personnel fully briefed as to requirements.
6.2.5 Protection of Personnel

All personnel should be clear of the deck and in a protected place at all times, except when
they are actually working on the anchor handling equipment.
The anchor-handling winch and the deck stoppers should not normally be operated until all
personnel are clear of the deck.
6.2.6 Placement of Anchors

The Dubai Petroleum Surveyor or Dubai Petroleum Marine Representative, in conjunction with
the responsible authority, if applicable, will monitor the positioning of anchors. With the
exception of the Fateh Marine Terminal anchorage, no anchor shall be placed on the bottom
until approval has been given by the Dubai Petroleum Marine Representative. When working
within a 5km radius of a production installation or associated subsea installation, or other
controlled area, the Dubai Petroleum Surveyor or Dubai Petroleum Marine Representative, in
conjunction with the responsible authority if applicable, will monitor the positioning of anchors.
All anchor handling operations near to pipelines or other subsea assets must be closely
monitored using a survey package. Indeed, any anchor to be placed within 200m of any subsea
asset shall be deployed only by a vessel with a fully functioning navigation screen that shows
all seabed assets. Furthermore, any anchor that is to be placed within 100m of any seabed
asset shall be deployed only with the further monitoring of a ROV.
As a general guideline, moorings shall never be permitted to be laid in such a way that
they could be in contact with any part of a subsea asset. In addition, moorings shall never be
run over the top of a subsea completion or wellhead.
This guideline may be relaxed when the touchdown point of the mooring lies between a
trenched pipeline and the vessel/unit, a procedure has been provided and approved by the
Dubai Petroleum operation, to ensure the mooring will not cause frictional abrasion or damage.
When anchors are being run, sufficient tension must be kept on the anchor line/chain to ensure
it does not come into contact with any part of a pipeline, flowline or umbilical. The approved
procedures for the mooring operation will identify the minimum tension to be maintained in
order to ensure the approved vertical clearance is maintained. To ensure such bottom
clearance is maintained, tension meters shall be continuously monitored.
Special care shall be taken when repositioning anchors, the cable being hove far enough prior
to re-running to eliminate the possibility of a bight forming due to change of bearing and possibly
fouling underwater obstructions.
Whenever an anchor is run out over a pipeline flowline or umbilical, the anchor shall be decked
on an open-sterned AHV and secured with a second (preventer) wire of the same diameter
as the main pennant or an acceptable mechanical stopper.
The anchor shall not be placed closer to the subsea asset than 200m. Dubai Petroleum
may give a dispensation for a specific anchor or anchors for closer approach where the
procedures clearly ensure that the subsea asset is not placed at an unacceptable risk.
When it is suspected that an anchor has been placed on, or has made contact with, a pipeline
and all associated operations must cease until the exact location of the anchor has been
established. The relevant asset OIM must be informed immediately.
Where mooring chains/wires cross over a pipeline, flowline or umbilical, the anchor pattern
shall be such that a vertical clearance of the mooring above the pipeline, flowline or umbilical
is maintained at all envisaged tensions and for all envisaged positions of the vessel.
In each mooring operation a specific mooring procedure must be agreed and approved by all
responsible parties, with the aim of ensuring that no physical contact will occur. With
water depths of less than 100m this minimum vertical clearance will be risk assessed, and
will be based on, but not limited to, the following criteria:
• Type of mooring wire/chain and anchor system;
• Weight per meter of the mooring;
• Pipeline details (surface or trenched);
• Type of seabed and location;
• Duration and time of year.
Actual minimum vertical separation will be approved by the Dubai Petroleum operation, upon
review of the submitted procedures, which must ensure that no additional dangers to the
subsea asset will be created. For guidance, in water depths of less than 40m, a vertical
clearance of half the water depth shall be maintained.
When running anchors over a pipeline, umbilical or flowline, using a secondary chasing
hook, the anchor line tension and position of the AHV must be continuously monitored.
Catenary support may be provided by using buoyancy aid(s). When soft mooring buoys are
used for this purpose the following requirements shall be met:
• The buoy and associated fittings shall be certified ‘fit for purpose’ at the proposed water
depth;
• An alternative mooring and unmooring procedure, in circumstances where the above
cannot be achieved, may be considered by the Dubai Petroleum operation Marine
Authority where there is no other satisfactory method of anchor mooring deployment or
recovery.
In such circumstances, this alternative procedure must be approved by the Fateh Port Captain
and fully risk-assessed before commencement.
Chain chasing systems, where fitted, must never be run where there is a risk that the
chaser may come into contact with a pipeline, flowline or umbilical.
Where an anchor mooring crosses a pipeline, flowline or umbilical, the following procedure
shall be adopted:
• Anchor to be transferred to an AHV deck and secured;
• Chasing collar to be removed and a wire riser system attached to the crown of the
anchor. Run anchor to deployment position in accordance with previous paragraphs;
• Deploy the anchor, with the complete riser system attached, and either attach a
surface buoy (short stay) or laydown system on the seabed (prolonged stay). Where a
laydown system is used it shall be laid down at 90° to the mooring and away from any
subsea asset.
Anchor positions shall be verified through mooring procedures as well as mooring analysis.
Mooring analysis shall be based upon weather criteria as provided by the DP Met
Consultancy, in turn based upon the fifty year return storm and shall include
• Barge/vessel survivability
• Maximum allowable line tensions
• Single line failure analysis
6.2.7 Anchoring within another Anchor Pattern

No anchor shall be placed within the anchor pattern of another vessel/unit without a full risk
assessment and hazard analysis being completed. Detailed, task-specific procedures for these
anchor placements must be developed to mitigate any risks, and must be approved by the
Master/OIM onboard both vessels/units together with the relevant Dubai Petroleum operations
Marine Authority. Anchors shall not place within 100m of another anchor.
Cross-mooring situations shall be avoided but, where a vessel/unit is to be moored in a cross-
mooring situation, the anchor pattern shall be risk assessed to ensure sufficient vertical
clearance at all times between moorings which cross. The limitations shall be met when the
vessels/units is/are on working and stand-off position(s).
When moorings are being run out over the mooring pattern of an anchored vessel/unit and,
whenever practical, during the operation, the moorings of the anchored vessel/unit shall be
slackened off in order to achieve or increase the vertical clearance listed in the risk assessment.
On completion of the operation, both vessels/units will develop working mooring tensions
at which time the vertical clearance of 30m shall be met.
6.2.8 Anchor Recovery

When recovering an anchor near a subsea obstruction, the AHV position shall be accurately
monitored at all times by surveyors onboard the vessel.
The position of the Anchor Handling Vessel will be monitored until the anchor is seen at the
vessel’s stern roller.
When recovering across a pipeline, the anchor must be brought on deck and
secured.
When a vessel/unit is moored close to an installation the vessel/unit must move to the ‘stand-
off’ position prior to the recovery of anchors.
6.2.9 Grappling
As a general guideline, grappling shall not be conducted within 100m of a subsea asset.

6.2.10 Anchor Dragging
Whenever an anchor drags, or is placed accidentally in a prohibited zone, no remedial action
shall be taken without the prior approval of the on-site Marine Representative/Port Captain
unless there is an emergency situation. In any event, the integrity of the subsea asset is
paramount.
6.2.11 Prohibited Zones

Dubai Petroleum will provide the contractor with plans of the area(s) on which will be shown
any prohibited zone. As a general guide, these prohibited zones cover the areas extending
100m each side of existing pipelines and within circles of 100m around offshore and subsea
installations. This safety zone will be increased to 200m if the anchor is positioned in a position
such that the direction of pull is towards an existing pipeline. The relocation of an anchor may
be permitted, where necessary, provided the approved procedures clearly identify that any
subsea installations will not be placed at additional risk, in such cases the approval of the Port
Captain will be sought.
6.2.12 Hazard Identification & Risk Assessment

Where anchors are to be placed within 5km of any Dubai Petroleum installation, subsea
equipment or pipelines, all marine hazards, whether generic or task-specific, shall be identified
and associated risks assessed and so far as possible mitigated to a level as low as
is reasonably practicable. Safeguards against all identified risks shall be implemented and
included within task-specific procedures.
6.2.13 Offshore Operations & Operator Representative

Whenever any vessel/unit is engaged in mooring/unmooring, or any other associated operation
adjacent to or in close proximity to Dubai Petroleum operated installations, subsea equipment
or pipelines, the identification of hazards must address any requirement for offshore
representation by the Dubai Petroleum operation. Under normal circumstances the Dubai
Petroleum operation would appoint a suitably qualified and competent mariner for the duration
of these operations to safeguard the integrity of structures and to ensure that all operations are
expedited. On third- party operated vessels/units, the Dubai Petroleum operation reserves the
right to station representatives on the vessel to monitor anchor deployment and to witness that
any agreed procedures are adhered to.
6.2.14 Survey Equipment & Representatives

The contractor may be required to provide their own surveyor(s) onboard any installation/vessel
to assist in positioning the anchor handling vessel whenever anchors are being run, in
which case a survey package technically acceptable to the Dubai Petroleum operation shall be
provided. This shall include equipment for the accurate measurement of the attending
vessel’s/unit’s position using Differential Global Positioning Satellite (DGPS) as a minimum
position reference. With complex operations in deep water locations, preference shall be
given to a tug management system with displays available on each vessel.
6.2.15 Move to Stand-Off Position

When a vessel/unit is close alongside an installation and any of the environmental limits, with
respect to mooring tensions, wind or sea-state is approached, then the vessel/unit shall
be moved out to the ‘stand-off’ position as soon as practical.
Before the vessel/unit ‘offset’ or ‘mooring tension’ limits are reached, the unit shall initiate
the use of thrusters, where fitted, to extend the operating capability of the unit.
When thrusters are used to reduce the environmental loadings, they shall not be run at
over
50% load/power in order to extend the operating time of the unit. When a 50% load factor
is reached, the unit shall stop all appropriate operations and move to the stand-off position and
be ready to take further action should weather conditions continue to deteriorate.
At all times, the vessel/unit shall be operated within the limits defined within the mooring
analysis approved for the location. Also, whenever bad weather is forecast, with the
possibility of wind speed or sea states approaching the limiting criteria, the vessel/unit shall
move to the stand-off position in good time. In this stand-off position, if practical, consideration
shall then be given to recovering anchors and proceeding well clear of the field. Alternatively,
if no further deterioration in the weather is envisaged and if conditions are forecast to improve,
the Master/OIM of the vessel/unit may decide to remain in the stand-off position. In this latter
case the decision whether or not it is safe for the vessel/unit to remain in the stand-off position
shall be considered by both the Master/OIM of the vessel/unit and the OIM of the production
installation.
6.2.16 Recovery of Moorings in Bad Weather

Where, due to equipment failure, any moored vessel/unit requires to recover anchors in bad
weather, the vessels/units own ability, or that of the designated anchor handling vessel(s),
to hold the moored vessel/unit to windward; during the recovery of moorings shall be taken
into account prior to commencing the operation. In the event that there is insufficient power or
time available, depending on circumstances, slipping moorings may be an appropriate action
to safeguard existing structures, but may be undertaken only under the express command of
the Port Captain.
6.2.17 Test of New Moorings

When a vessel/unit is to be anchored up for operations, close alongside an offshore installation
or associated structure, the initial setting up and pre-tensioning of anchors shall normally take
place with the vessel/unit standing-off at least 100m from the nearest point of the installation.
When the vessel/unit is being winched to a position approximately 30m from the installation
(e.g. to facilitate the use of a gangway), the ‘payout’ anchor tensions must be carefully
monitored to avoid bights forming in the wire/chain. Any excursion of the vessel/unit whilst
the gangway is connected could have serious consequences.
When positioning jack-up rigs alongside structures it may be necessary to position closer
than 100m but in this case the approval of the Port Captain must be obtained.
6.2.18 Mooring Tensions

Mooring tensions shall be recorded every two hours and more frequently during increasing
weather conditions. During major ballast changes, and in adverse weather, the mooring
tensions shall be continuously monitored and recorded at the winch cabs, or automatically
recorded at the control room.
6.2.19 Records
The Master/OIM of the vessel/unit shall maintain conventional logbooks in English, where
appropriate, for a minimum of three years after completion of the work and they shall be made
available to any Dubai Petroleum operation on request.
The time, position and make-up of each anchor laid or recovered shall be recorded.
Mooring tension records shall be retained for a period of at least one year from the time of the
operation.
6.2.20 Mooring Buoys
Where there is a requirement to use crown anchor buoys or any large buoy in the course
of offshore operations, the buoys shall be designed and constructed in accordance with any
applicable statutory legislation and industry standards.
6.2.21 Mooring to Production Installations

For any mooring, a structural assessment will be required together with the calculation of
the maximum environmental loading on the installation. Specific procedures must be developed
in conjunction with the installation, and particular attention must be paid to ensure that their
content assures the integrity of any subsea equipment.
Supply vessels/crew boats are only allowed to moor at installations which have suitable
landing/mooring arrangements.
6.2.22 Field Charts

All vessels engaged in anchor handling operations shall be provided with the appropriate field
charts.
6.2.23 Planning for Anchor Handling Operations

Forward planning shall involve:
• Risk assessment and hazard identification of the complete operation;
• Identification of suitable AHVs vessels;
• Arranging all anchor handling equipment;
• Survey equipment requirement;
• Development of procedures, plans and field chart;
• Debris survey, bathometry survey and debris clearance and approval in the relocation
position.
6.2.24 Anchor Handling Equipment

The proper maintenance of anchor handling equipment is of prime importance in the reduction
and control of the hazards associated with this activity. Close inspection of the equipment is
necessary and the speedy rectification of any faults will result in a safer and more efficient
operation.
6.2.25 Wires
Work wires must be of adequate size for the power of the vessel, the strength of the anchor
handling winch, the size of anchors to be worked and the depth of water. They should be at
least the same diameter as that specified for the tow wire of the vessel. They must be long
enough to have at least one full wrap on the work drum when the wire is led out as far as it
would normally be when working with anchors. If the work-wire needs to be fed over the
stern then it must be long enough to have at least one full wrap on the drum at its greatest
extension.
Due to the high incidence of wire damage, work wires must be inspected regularly and always
prior to each towing and anchor handling operation to ensure that any damage may be
immediately rectified.
The securing device for the 'bitter end' of the work wire must be the correct size for the wire
in use to provide an adequate fixing to the winch drum.
Tugger wires should be of adequate size and strength with regard to the size and weight of the
gear being handled and the power of the tugger winches. The SWL must be at least equal to
the maximum pulling power of the winch and they must be of sufficient length t always have
at least one full wrap on the winch drum at the maximum extension. Tugger wires must also
have an adequate means of securing the ‘bitter end’ to the winch drum. The SWL shall be
clearly marked on the winch.
Only ‘Herc-Alloy’ type chain should be used in tugger wire chain tails. Chains must be of SWL
at least that of the pulling power of the tugger winch.
‘Latchlock’ style hooks are preferred for use on tugger wires.
As these wires are also subject to heavy wear and consequent damage they should
be inspected often and repaired/replaced immediately the condition renders them suspect.
6.2.26 Sockets & Eyes

Because the majority of breaks occur at or near the wire terminal, the condition of all sockets
and eyes should be very closely monitored and monthly records shall be maintained within the
SMS of the vessel. Work wire terminals, tuggers and pennants in particular, are
subject to damage (work hardening, kinking and overstress) due to being wound onto winch
drums under load and compressed or distorted by other layers on top.
Similarly, the ‘long stirrup’ type of socket should not be used for anchor handling where it is to
be wound around a winch drum. ‘Gold Nose’ type sockets should be used in this application.
Sockets should be inspected often with particular attention to the join between the lug and the
body of the socket. Hard eyes should be closely monitored with particular attention to the wire
at both ends of the swage and the condition of the thimble. Any apparent damage should be
repaired immediately. Wires with badly crushed or distorted thimbles should not be used. Care
should be taken to ensure that the swage is large enough to have an effective grip in the
stoppering device.
Sockets and eyes must be of an appropriate size to enable easy connection when used with
the correct size shackle. The use of two shackles between pendants or work wires is
discouraged due to the hazards created when winding excess gear onto work drums.
Current test certificates (preferably proof load or ultrasonic/magnetic particle test as a minimum)
must be available for sockets (with individual serial numbers rather than the previously used
batch numbers) prior to use. Care must be taken that sockets are properly fixed to the wire by
an experienced person using correct procedures and materials that are approved for the
purpose.
6.2.27 Shackles
Only shackles of sufficient SWL must be used when handling anchors. Due regard should
be had to the probability that the anchor may be deeply embedded in the seabed thus
increasing the load to which the equipment is subjected.
Link type shackles (‘Baldt’ or ‘Kenter’ style) or hinge links are preferred for use between
pennants or where multiple shackles must be wound onto the winch drum. The risk of fouling
the pennant as it is unwound under load is much reduced when these links are used.
If ‘Bow’ type shackles are used for winding onto winch drums they should be placed such
that the pin is toward the winch as this also reduces the incidence of fouling of the wire when it
is unwound under load.
6.2.28 Roller Fairleads

The use of roller fairleads mounted on the deck or crash barriers of vessels should be carefully
monitored. Inspection and maintenance must be performed regularly as any uplift by external
forces, such as a tugger wire, may dislodge roller fairleads from their seating. Careful
reassembly of these leads after maintenance is important.
Personnel should never stand inside the bight of wire around a roller fairlead.
6.2.29 Pelican Hooks

So far as reasonably practicable, pelican hooks should not be used. However, if this restriction
is unavoidable and it is necessary to use a pelican hook, the hazards associated with the
use of this equipment should be fully explained to all involved crew members as it is
probable that many will not have used this equipment before or at least for some years.
The SWL limitations of the ‘Lightweight’ variety of pelican hook should be taken into account
when working with heavy anchors or in deep water.
Account should also be taken of the wire distortion and consequent possible weakening that
occurs near the socket or hard eye when heavy loads are applied to a wire that is held in
a pelican hook.
Due to the weight and size of the pelican hook, and its shackle and static wire, mechanical
means should be used where possible to handle this equipment.
Pelican hooks under load must never be ‘tripped’ using a hammer. ‘Tripping’ using a tugger
wire, with the deck clear of persons, is the preferred method.
6.2.30 Hydraulic or Mechanical Stoppers

These usually come in the form of ‘Shark Jaws’ (or Triplex gear), ‘Ulstein Tong’, and ‘Karm
Fork’ designs or other similar proprietary mechanical/hydraulic securing devices. These
devices should be used strictly in accordance with the manufacturer's instructions.
‘Ulstein Tongs’, ‘Karm Forks’ and other types that utilize removable jaws for different
applications are dangerous if the wrong jaws are used. For this reason it is important that the
correct jaws be used for chain and wire applications.
Care must be taken to ensure that the device is ‘Locked’ either mechanically (by pins or bars)
or hydraulically before crew members commence work on the connection. Visual inspection
must be done on each occasion with the hydraulic locking type to ensure that the arms have
reached the over-center point where locking is effective as often the indicator light will
show ‘locked’ when the device is still slightly apart and the arms are not quite over-center.
6.2.31 Buoy Catchers

The Master of the vessel should consider the following factors before deciding to use
the‘Lightweight’ type of buoy catchers:
• Weather conditions;
• Depth of water;
• Weight of the buoy and pennant system;
• Size and movement of the vessel;
• Likelihood of the anchor being fouled;
• Current or other conditions that may lead to an excessive load being applied to the
catcher.
If any of the above factors are unfavourable, an alternative should be used to reduce
the potential hazard of failure of the buoy catcher. To this end, a heavier chain may be pulled
around the pennant under the buoy or around the crucifix with a tugger wire or mooring
line and shackled back to the work wire, thus providing a much more substantial buoy catcher
which is less likely to fail under heavy load.

Care must be taken that the heavy chain buoy catcher is properly stoppered while connection
is being made due to the likelihood of snatch loads being suddenly applied to the gear.
All anchor handling vessels must carry equipment that may be used as a heavy duty
alternative to the ‘Lightweight’ buoy catchers.
Only ‘Herc Alloy’ type chain should be used in ‘Lightweight’ buoy catchers.
Regardless of the type of catcher used, it is essential for safety that all crew are ‘Off the Deck’
or behind the crash rail while heaving the buoy as excessive weight may suddenly come on
the catcher, parting it. This may happen due to a fouled anchor making the pennant shorter
than expected, the vessel drifting away from the line of the anchor in the swell or some other
unforeseen circumstance.
6.2.32 Chasers
It is preferable for chain chasing operations that the chaser wire be one continuous length. This
reduces the hazards associated with numerous shackles and sockets on the winch drum while
recovering anchors.
The chaser wire should be the same size as the work wire normally used on the vessel and
long enough for there to be at least one full wrap on the drum when it is paid out to its full
working length for the water depth.
6.2.33 Chain Hooks, Tuning Forks

Care should be taken when using chain hooks that the SWL is not exceeded. As there is
no means of locking in position, they may become distorted and fail if overloaded or twisted.
Chain hooks should not be used to haul chain if there is any doubt as to the load that they
may be required to bear.
‘Tuning Forks’ or other locking type chain handling devices are preferred over chain hooks as
they present less hazards to crew working the deck or of damage to equipment.
6.2.34 Chain Slings or Endless Chain Slings

Only ‘Herc Alloy’ or similar should be used in endless chain slings.
6.3 Towing Operations

Towing has the potential to be a hazardous operation. Offshore personnel should be aware
of the operational limitations of the various vessels utilized, including their power and
freeboard, with the safety of crews being of paramount importance.
Offshore installation personnel should ensure that, whenever tow-wires are passed to vessels
by crane, crane drivers are competent to undertake this operation. The operation should be
adequately supervised.
6.3.1 Agreed Procedures

Full procedures for towing operations must be agreed by operators and their Mobile Installation
Contractors and clear instructions be laid down in writing. Where particular installations have
detailed procedures for towing, these shall be passed to the relevant vessels via the operator
as required, so that Masters are fully briefed on the operation to be conducted. If possible,
Masters should be briefed prior to leaving port but most certainly on location prior to rig move
operations.
The procedures must identify the responsibilities of key personnel (see next 4.5.2).
It must be clearly established in writing who is in charge of the tow. Normally the person
in charge will be one of the tug masters who should be appointed as tow-master by the operator
in writing. If the operator requires the tow-master to be a person on the towed vessel or appoints
a tow-master to sail on one of the tugs, that person should be stipulated in writing and his
responsibilities clearly laid down. Any person designated as tow-master or person in charge
should be a qualified Master Mariner with experience in the offshore towage industry relevant
to the operation at hand.
The Master of each vessel is responsible for the maintenance and use of the ship's own
equipment.
The owner and operator of the installation is responsible for all installation equipment, including
equipment hired specifically for the move, and all towing gear on the installation.
Vessel owners are responsible for ensuring that vessels involved in towing operations, together
with their equipment, are fit for the purpose and adequately manned by competent personnel
with the relevant experience.
6.3.3 Operational Requirement during early stages of the Tow

A safe method shall be established to pass the main towing pendant from the rig to the towing
vessel, with a clear understanding of the procedures to be used by all concerned parties.
If a messenger is used to pass the tow-wire to the towing vessel, it should be of adequate
strength to support the entire weight of the towing bridle and fore-runner, or at least long enough
to allow an adequate strength messenger to be on the winch of the towing vessel before
the weight of the gear is taken. Recovery wires led to appropriate winches on board the
installation may be used to relieve weight on the towing vessel’s equipment during connection
or disconnection but these should not be so taut as to hold the weight of the gear above the
water level or in any other way pose a danger to the towing vessel crew. The crew onboard the
towed rig must take instructions from the towing vessel master as to the use of these winches.
As soon as the towing vessel is connected and commences towing operations, winches on the
vessel being towed (if used in the towing gear) must be continuously manned during the initial
stages of the tow, and be under control of the Master of the towing vessel.
For all tows a system should be adopted to prevent tow-line chafing.
Once the tow is safely connected, the crew should ‘clear the deck’ and stay clear until the tow
is streamed to towing length and the Master authorizes fitting of chafing gear or other necessary
maintenance.
6.3.4 Inspection
At the discretion of the Logistics Marine Superintendent, or any other reason such as
requirements of insurance underwriters, inspection of the towing vessel and its equipment by
an independent Marine Surveyor may be necessary prior to commencement of the tow.
However, regardless of external surveys, in all cases, the towing equipment should be
inspected by a competent officer of the vessel before connection, to ensure that there are no
apparent defects that may affect the safety of the tow.
6.3.5 Clear Decks

Vessels involved in towing should have decks as clear as possible with no cargo or other
equipment encroaching on the area of the deck covered by the tow wire between its extremes
of possible movement.
Any equipment that is not necessary for the tow should be discharged back to the installation
and anything carried on deck during the tow is to be only carried at the discretion of the towing
vessel master. Such discretion should only be exercised when material that is proposed to be
carried cannot impede the free movement of the tow-wire or the crew during work necessary
for the conduct of the tow.
6.3.6 Reserve Tow Equipment

The secondary towing system on an installation should be identified, a readily available
method of retrieval of the main towing gear established, and a safe method of passing the
secondary towing system agreed.
Towing vessels engaged in long tows or where there is only a single towing vessel should
carry a complete set of spare gear to enable reconnection in the event of failure. This will
normally be a requirement of the underwriters in any case.
Where possible, spare tow-wires should be stored permanently on powered drums as
this greatly assists the crew should the spare tow-wire be required to be installed. Spare tow-
wires should be stowed on the drums with the bitter end outward.
Towing vessels should ensure that the installation personnel are aware of the time that may
be required to rig their spare towing wire. When an additional vessel is available as reserve
tug whilst on passage, it should be rigged for towing.
All crew must be fully briefed on the procedure for installing the spare tow gear and
reconnecting as this is normally required to be done in adverse conditions when hazards
are greater than normal and mistakes can be made due to undue haste.
6.3.7 Manned Tow

It is the responsibility of the personnel on board the towed vessel to maintain the proper
navigation signals on a manned tow and to follow the instructions issued by the tow master.
It is the responsibility of the personnel on board the towed vessel to maintain the vessel properly
ballasted and trimmed and not to make changes without the prior knowledge and agreement
of the Master of the tug.
There should be a continuous communications link on a dedicated channel
established and maintained between the tug and tow for the duration of the tow.
6.3.8 Unmanned Tow

The Master or delegated responsible officer onboard the towing vessel must inspect the towing
arrangements of unmanned tows to familiarize himself with the layout of both main and reserve
towing gear on the vessel to be towed and to have any apparent defects corrected before
connection.
The Master or officer of the towing vessel must also check the navigation lights of the vessel
to be towed are working and have sufficient capacity to last the entire length of the proposed
tow. A competent officer of the towing vessel should inspect any machinery that may be fitted
to the vessel to be towed to ensure that side valves, watertight doors and any other hull
openings are closed and that the towed vessel is in all respects ready for the proposed tow,
properly ballasted and trimmed.
The reserve towing gear must be rigged so that it can be recovered by the tug crew without
having to board the tow. This normally means a floating line streamed astern of the tow
connected to the reserve towing gear.
The Master of the towing vessel should also satisfy himself that sea fastenings
on any cargo that the towed vessel is carrying are adequate for the intended tow.
The operator, owner or charterer of the towed vessel or installation must make good any
deficiencies noted by the Master prior to commencing the tow.
6.3.9 Towing Equipment
Each vessel should keep up to date a tow-wire log detailing date of manufacture, hours of use,
weather conditions, any damage, re-socketing information, cropping, identifying marks and any
other relevant information including dates and type of any maintenance carried out. Stretchers
should be included in a section of the tow-wire log so as to record periods of use and other
relevant information.
All towing equipment should be closely inspected prior to use to ensure that it is appropriate
for the task to be undertaken. All certificates should be current and on board the towing vessel.
All equipment should be properly marked.
6.3.10 Stretchers & Springs

Soft stretchers should have protection against chafing and eyes or rings of an appropriate
size for the shackles being used. They should be stowed so as to afford protection from
exposure to sunlight and chemicals.
Chain stretchers should have end links of an appropriate size for the shackles being used.
6.3.11 Wires
Chain chasers should be of one continuous length appropriate to the size and power of the
anchor handling vessel as specified by the winch or ship builder.
Except in cases of emergency, tow-wires should have a properly constructed eye or socket
terminal. Flemish eyes or bulldog grips shall not be utilized. Tow wire should be re-socketed
on a regular basis and after every long tow in open water.
6.3.12 Gob Fittings

Where Gob fittings are bolted to the deck they should be securely fastened to ensure that they
cannot work loose with vibration.
Personnel working on Gob wires should be made aware of the re-coiling hazard that is a feature
of wires that have been used for this purpose over a period of time.
6.3.13 Trunnions & Tow Restraints

Many vessels have tow restraints of various types that are fitted close to the turning center of
the vessel or are arranged so that the vertical plane of the tow-wire passes approximately
through the turning center. These should be used according to the designer’s instructions and
drawings. They should be rigged so that load is applied in a straight line to the component
parts. Shackles, links, swivels, lugs and blocks should not be subject to load at angles that may
lead to distortion or bending stresses which may cause a reduction in strength or failure.
6.3.14 Shackles
Shackles must be appropriately matched to the bollard pull of the vessel and the task being
undertaken and must be adequately secured to prevent the shackle from coming apart
unexpectedly.
Securing shall be by means of a correct size split pin, properly inserted, or other approved
means appropriate to the shackle design that cannot be inadvertently dislodged. Welding rods
or other temporary securing devices should not be used on any shackle that is to go into the
water.
Pin threads and nuts should be clean and free from burrs to enable efficient
connection and disconnection.
Shackles must be inspected prior to use in a tow system and not used if damaged or distorted
in any way.
6.3.15 Chafing Gear

Chafing gear appropriate to the vessel configuration should be used to reduce wire damage on
long tows and thus reduce the hazards associated with changing tow-wires at sea.
Chafing gear should be inspected closely and often, while in use, to determine the extent
of wear being suffered. It should be borne in mind that the wire may wear inside chafing gear
and it is therefore advisable to move the gear along the wire at regular intervals to check the
condition of the wire that has been enclosed by the chafing gear.
A safe means of restraining the tow-wire is essential to enable the vessel crew
to perform maintenance on the chafing gear or the towing wire.
6.3.16 Spare Gear

Spare gear should be carried appropriate to the tow operation. A spare tow-wire is
appropriate for a long tow, particularly for a single towing vessel. There should be enough
spare gear at least to rig an emergency or secondary tow.
6.4 Work Overside & Buoys
6.4.1 Work Overside

Work to be carried out over the side of the vessel, or from an area where there are no handrails
with risk of crew falling into the water, should be regulated by a work permit.
Appropriate safety equipment such as lifelines, buoyancy vests or life jackets, safety helmets
etc. shall always be worn by crew members working over the side, whether at sea or in port.
Equipment used in this work must be in good condition and the rigging supervised by
a competent person.
A means of escape, such as a ladder properly secured, must be left rigged and accessible to
those working over the side for the duration of the work.
6.4.2 Work on Buoys

Weather conditions as well as other factors will dictate if it is safely possible to perform work
on buoys in the water. The Master is responsible for the decision to proceed having taken
due regard of the particular circumstances.
As with work over the side, buoyancy vests or lifejackets and lifelines as well as other standard
safety clothing should be worn should it be necessary for crew members to work on buoys in
the water.
The particular hazards associated with this work must be fully explained to crew members
prior to operations and the objectives and means to achieve them fully discussed and
understood.
The means of access for the crew to the buoy must be carefully considered prior to the operation
taking place. In most cases a rescue boat or small boat transfer is considered to be the safest.
Jumping in any form is to be avoided unless absolutely necessary.
Each crew member on the buoy must have a short length of rope that can be secured to
the buoy and used as a holding point to steady against the movement of the buoy in the
water or jolts from contact with the vessel or transfer boat.
Care must be taken to avoid violent contact between the vessel or its propeller wash and the
buoy if it is necessary for operations to be conducted at close quarters while the buoy is
manned.
7. Crew Boats & Personnel Transfers

7.1 Introduction
Crew boats are an alternative method to helicopters for the transportation of personnel
between shore and offshore locations and for inter-field transfers. The main function of Dubai
Petroleum crew boats is for the transportation of personnel and small work baskets between
platforms. However, the vessels do also transport permissible cargo to and from JAOSB and
inter-field between platforms and rigs and the limiting parameters for these operations are
detailed in this section.
Dubai Petroleum does not transfer personnel by sea by any other vessel other than crew boat
or marine maintenance vessel. Unless in exceptional circumstances, OSV’s shall not be used
for this purpose.
Once offshore and depending on the destination, there may be various options for the transfer
of personnel between floating units and to installations. They are detailed in this section.
These operations present various risks and shall be stringently regulated.
Due to their light, aluminium construction and design, crew vessels are not suited to and are
not permitted to carry large lifts. These vessels generally have low-visibility conning positions
and also constrained regarding their deck-loading capacities. Furthermore, they are more
prone to sea and swell conditions than conventional supply vessels.
7.2 Safety Requirements for Crew Boats chartered by Dubai Petroleum

Crew boats are not categorised as “passenger vessels” and since they are less that 500GT
they are “non-SOLAS vessels”. See 2.9.1 and 2.9.2 regarding precautions and caution to be
exercised with respect to arrangements onboard such vessels.
The seaworthiness, size and type of the crew boat to be used should be carefully considered
prior to hire as should the length of the voyage and the means of transfer from the crew boat
at the destination. Crew boats used should be appropriate to the area of operations,
particularly regarding prevailing sea and weather conditions.
There should be appropriate materials and equipment on board, including radar, up-to-
date charts for the operating area, radio, navigation, safety and emergency equipment, to
ensure the safety of the personnel in transit. Clear signage showing escape routes and
emergency equipment is mandatory.
Because of their function, it is desirable for crew boats on-hire to Dubai Petroleum to
be equipped with EPIRBs.
Safety equipment shall include sufficient life jackets and life rafts for all personnel onboard and
a safety briefing should be provided before the start of the voyage. This should include alarm
signals, muster stations, location of life jackets and life rafts, firefighting equipment, escape
routes in the event of emergencies, location of emergency equipment such as flares etc.
The briefing should also detail location of toilet and other comfort facilities and the
approximate length of the voyage.
7.3 Passenger Accommodation onboard Crew Boats

Crew boats should have sheltered seating areas with comfortable seating appropriate to the
duration of transit, sufficient potable water available for the number of personnel in transit and
appropriate toilet facilities.
In case of delayed disembarkation, the crew boat should have sufficient personnel and stores
to prepare limited meals for passengers. Appropriate care should also be taken to minimise
seasickness and fatigue amongst personnel in transit.
Luggage should be stored in a sheltered area and separate arrangements should be made
for the safe transfer of luggage to and from the crew boat at either end of the journey. Any
unaccompanied bags that are being transported must be stowed in a secure location, away
from public access.
7.4 Dubai Petroleum Smoking Policy onboard Crew boats

Masters of crew boats shall ensure that passenger accommodation remains a ‘smoke-free’
area and that both crew and passengers observe this policy.
At the discretion of the Master, smoking may be permitted on the upper deck but all smoking
materials must be extinguished when the vessel is within 300 feet/100m of an installation.
7.5 Transit to and from JAOSB to Fateh Field by Crew Boats

When the crew vessel is required to carry cargo (other than small work baskets) for example
from JAOSB to the Fateh Field, the following must be taken into account:
• The maximum height for any lift shall be 2.0m;
• Each vessel shall be loaded in accordance with the latest ‘crew boat loading capability
matrix’;
• Deck loading is not to exceed 2 tonnes per square meter at any time and the maximum
deck loading of the vessel as stipulated in the stability book of the vessel shall not be
exceeded;
• The vessel shall comply with the stability requirements as detailed in 2.9.3;
• When such cargo is to be carried, crew vessels shall be loaded only when the sea-
state is less than 1 meter and the forecast is such that the cargo may be discharged in
good time within any predicted ‘weather window’;
• The Master of the vessel must take full account of the prevailing weather conditions
before proceeding to sea and or back-loading additional cargo and he has the
responsibility to either refuse cargo or not sail until conditions improve.
7.6 Urgent Lifts by Crew Boats

In the event that an urgent, operational requirement necessitates consideration to use a crew
boat to transport material, such an operation shall be strictly regulated as follows:
• No other viable alternative to transport the material shall be available;
• The transportation of this cargo by crew boat shall be individually ‘risk assessed’ and
documented;
• The lift must be classed as a ‘controlled’ lift.
• The Master shall be wholly satisfied that the cargo may be safely transported onboard
his vessel within the laid-down stability and construction constraints of the vessel and
that he has the ability and the crew-capability to handle such an operation;
• If passengers are being carried onboard the crew boat at the same time as the
additional cargo, the safety of passengers shall not be compromised;
• The OIM who has requested the cargo must provide the Master of the crew boat with
specific guidance concerning the operation of discharge;
• This lift will be subject to the same environmental and deck-loading conditions as
specified in 4.11.2 above;
• Prior to the vessel sailing, the Master shall provide written confirmation to the Jetty
• Masters that the lift is properly ‘seafastened’.
7.7 Inter-field Transfers by Crew Boats

In addition to the transfer of personnel and work baskets, regular/routine inter-field transfers
take place between platforms - the majority of such transfers in support of well services
operations. This often involves loading and unloading of ‘E-line’ and ‘slick-line’ equipment,
including power- packs and associated toolboxes. Handling of such equipment onboard the
crew boat shall be strictly in accordance with the size, deck-loading, stability and weather/sea-
state constraints.
7.8 Deck Loading on Crew Boats

Maximum deck loading should be limited to the design-criteria for the individual vessel and
it may be as low as 1t/m3 in some cases.
Due to the variance in the term crew boats sizes, abilities and design criteria, a crew
vessel cargo loading matrix has been developed and is in use offshore - cargo items that are
permitted to be carried being limited to the criteria therein. Cargoes not included in the list for a
term vessel may not be carried unless the Port Captain gives explicit permission.
7.9 Crew Boats: Light Materials Transfers

Crew boats and marine maintenance vessels that transport work crews to outlying platforms
are also required to transport work baskets that contain tool bags, other ancillary equipment
and meal bags.
To this end, light items of ‘hand carry’ material are regularly required to be passed between the
transfer platform at the stern of the vessel and the platform boat landing because the
work basket containing these items also contains material for other locations, so cannot be
offloaded.
Where there is such a requirement to pass light materials between vessel and platform the
following guidelines should be followed:
• Where large amounts of material need to be transferred, e.g. at facilities for
commencement of the day’s ‘field run’, a basket shall be used to land the items to the
vessel;
• Whenever possible, efforts should be made to organize and segregate the materials by
destination and by routeing in order to simplify delivery;
• On arrival at the various platforms it may be impractical to transfer the entire basket to
the landing area and back to the vessel when only a few items from the basket are
required. In this situation, these items may be extracted and delivered by manual
handling;
• Single items may be passed between the transfer platform on the vessel and the
platform landing stage with the consent of the receiving party, ensuring that the item to
be passed has a handle arrangement and that it complies with weight limitations;
• A dual ‘rope-tail’ heaving line arrangement may be used to assist the passing of the
material if the rope can be effectively secured to the item. For such an arrangement the
rope shall be of suitable diameter and be buoyant (such as polypropylene);
• Items must never be thrown between vessel and platform as this could lead to the
thrower or receiver becoming unbalanced leading to injury, man overboard or both;
• If in any doubt or where environmental conditioned could adversely affect the transfer,
then a crane basket should be used.
7.10 Crew Boat Operations during Marginal Weather

During periods of adverse weather, particularly between December to April, wind speeds
and sea state may regularly exceed the working limits of crew boats.
Masters should remain vigilant to changing weather conditions and be mindful of the dangers
to personnel and equipment when working limits are exceeded.
In view of the differences between different vessels (see also ‘Operational Limitations’ - 2.5)
assumptions should not be made regarding vessel capabilities and each individual unit
shall work to its own parameters.
Moreover, during marginal conditions it would be unacceptable for a crew boat to declare “non-
availability” due to the weather and remain on a mooring buoy without first approaching the
designated platform to ascertain at first-hand the feasibility of safely executing the requested
operation.
It shall also be incumbent on platform Radio Operators not to call crew boats unnecessarily
during periods of bad weather, particularly if the prevailing conditions obviously exceed the
parameters set out in the Dubai Petroleum ‘Adverse Weather Policy’. To this end, Operators
should seek the advice of the Port Captain in the event of uncertainty.
Notwithstanding the above it remains, of course, the ‘call’ of the Captain to make the final
decision.
7.11 General Issues with Personnel Transfers at Dubai Petroleum Assets

Where vessels have an accepted arrangement and are suitably designed for transfer of
personnel offshore using swing rope transfers or other transfer methods which are considered
to be safe by the vessel Master and also the Port Captain – the Port Captain may give
permission when weather conditions are suitable.
Moreover, if the weather conditions, vessel design or access arrangements are not deemed by
the Port Captain to be safe for personnel transfers to take place then personnel transfers
may not be carried out offshore.
Permission may be given verbally or in writing by either the Port Captain or his ‘delegate’,
using VHF, e-mail or by any other appropriate method at the time.
Unless excepted and prior approval is given, vessel to vessel transfers may only be carried out
with the express permission of the Port Captain.
Sea state and weather conditions must always be taken into account and the vessels involved
must be suitably designed to affect the transfer safely.
Personnel transfers on and off any of the vessels using a zodiac or FRC may be considered
to be an acceptable practice in cases where the vessel design is adequate for this purpose.
Personnel transfers shall not normally be permitted from supply vessels at platforms because
they generally do not have a suitable landing area or physical arrangements in place to do
it safely.
Exceptions to this are personnel transfers to rigs using an approved method (e.g. basket
transfer) or vessels equipped with an active gangway system and vessels, with boarding
arrangements / modifications to the satisfaction of the Port Captain to allow swing rope
transfers to take place safely offshore (e.g. term field DSV/utility vessels).
Basket transfers offshore are limited by the rating and certification of the cranes offshore and it
may be considered as a method for personnel transfers on vessels where the vessel’s crane
is certificated for man riding, and the vessel is large enough to carry out the operation
safely. Drilling rigs also use the man riding basket under certain circumstances using suitable
cranes.
At some locations this is necessary since access to the platform boat landings is not available
at all locations offshore.
Platform cranes at SWF and Fateh LQ shall be permitted to be used for basket transfers only
during medical emergencies and with the express permission of the platform OIM.
7.12 Conduct of Personnel Transfers (all types)

Notwithstanding that managerial approvals may have been given, personnel transfers shall
take place only the individuals concerned in the operation are in agreement – i.e. in addition to
the OIM/Port Captain, this means the Master of the involved vessel, the Crane Operator
(if applicable) and the person(s) being transferred.
Personnel being transferred should be fully briefed prior to the transfer and be familiar with the
method and equipment being used. They should be physically capable, understand the
intended activity and have agreed to undertake the transfer using that method. Where
available,
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PPE including a safety helmet should be worn. Personnel on crew-change may not be wearing
appropriate PPE – such as safety boots, for example and this should be factored in to the risk
assessment to be carried out that should also consider the length of time personnel have been
travelling and their level of fatigue.
Where appropriate, an approved inflatable life jacket, fitted with light and whistle, should also
be worn. In selecting the type of life jacket to be used the, possibility of a fall from height should
be taken into account.
In medical evacuation cases, specific risk assessments and methods would be required.
All luggage should be transferred as a separate operation. Personnel should not carry luggage
during the transfer.
7.13 Risk Assessments for Personnel Transfers

Each personnel transfer at sea, irrespective of the method, should be treated as a ‘stand-alone’
operation, and a formal risk assessment should be carried out beforehand. Should conditions
change at the time of the transfer, the impact of these changes should be considered and
appropriate ‘management of change’ procedures implemented as necessary. If there are any
concerns regarding the safety of the operation, the transfer should be stopped.
If the transfer is not considered to be part of normal operations, or if specifically required as
part of an operating procedure, then it should be covered by a valid work permit, and recorded
as such. Account should also be taken of any international or local regulations, codes of safe
working practice, or company or client requirements governing transfer of personnel at sea.
A risk assessment for a transfer of personnel at sea should include (but not be limited to) the
following issues:
• Necessity of the transfer and alternatives available;
• Frequency of transfers and numbers of personnel involved;
• Environmental conditions;
• Vessel movement (pitch, roll and heave);
• Action of upsurging water between vessels or structures in close proximity;
• Hour of daylight and lighting in all areas of the transfer operation;
• Slip/trip hazards;
• Station-keeping ability of the vessel(s) involved;
• Seaworthiness of all vessels, crew boats or small boats employed;
• Condition of all equipment used in personnel transfer, including certification where
appropriate;
• Operability and constraints of lifting equipment;
• Condition and availability of life saving equipment;
• Communications;
• Any simultaneous operations or other relevant activities in the area;
• Training and competence of all personnel involved in assisting with and making the
transfer;
• During personnel transfers, the potential for man overboard is always present.
• Consideration should be given to arrangements for the recovery of personnel from the
water;
• Consideration should be given to actions required in the event of injury to personnel
during transfer;
• Those involved in any personnel transfer activity should be briefed with regards to:
• Safety aspects of the transfer;
• Company or client requirements and procedures and any regulatory requirements;
• Potential emergency situations;
• Operational requirements for the personnel being transferred.
7.14 Training and Competence

Whatever method of transfer is employed, all personnel involved in the transfer, whether making
the transfer or assisting with it, should be competent to do so and should have received
appropriate training. This is particularly the case for crane operators and personnel involved in
lifting, for the coxswains and crews of small boats and of larger vessels involved in transfers of
personnel.
The duties of personnel supervising or otherwise involved in personnel transfers should
be clearly defined. These include:
• Master(s) of the vessel(s) involved;
• OIM or his delegate;
• Coxswains and crews of boats;
• Crane Operators;
• Banksmen and/or deck crew at each end of the personnel transfer operation;
• Personnel being transferred.
The responsibility for the safety of personnel during the transfer lies with the Master or OIM
of the vessel/installation respectively and there should be full co-operation between them. They
should consider and evaluate, with appropriate input from other relevant personnel, whether or
not the transfer can safely take place. The responsibility and final authority to determine if the
transfer should or should not take place remains with the Master of the vessel from or to
which the personnel are being transferred.
7.15 Communications during Personnel Transfers

Radio and visual communications between the personnel involved should be established prior
to transfer operations. Communications should be maintained during operations and should be
tested and verified at regular intervals throughout the transfer operation. All participants
involved in the transfer should be briefed prior to the transfer to ensure that the procedures to
be followed are understood.
7.16 Types of Personnel Transfers

The methods of personnel transfer that may be used at Dubai Petroleum offshore assets are:
• Small boat or launch;
• Pilot ladders from small boat or launch;
• Pilot boat to Tanker (pilot transfer at Fateh)
• OSV to OSV;
• Personnel transfer baskets;
• Swing Ropes;
• Gangways, bridge or accommodation ladders, including motion-compensated hydraulic
gangways.
There may be some overlap between some of the techniques covered; for example, persons
transferring by small boat or crew boat may additionally need to make use of ladders or
gangways.
7.16.1 Small Boat Transfer: Vessel to Vessel or Vessel to Installation

For the purposes of this document a small boat is any craft of a type likely to be stowed on a
larger vessel, platform, barge or offshore structure, and most often launched and recovered
from some form of davit. Typically such craft are less than 10m in length. Vessel to vessel
transfer using a small boat should only be undertaken when alternative means for the transfer
are impracticable or less safe. Such transfers can be particularly challenging, particularly for
inexperienced personnel. A person should be available in the small boat and on the vessel or
installation to assist those being transferred.
Weather and sea state should be assessed by the Masters of the vessels involved so as to
determine if it is suitable for the use of a small boat and to allow close approach and
safe transfer even when making a lee. An FRC and crew should be standing by and
available for launching from one of the vessels.
Small boat transfers should be planned to avoid hours of darkness. If transfer of personnel
becomes unavoidable at night, this should be dealt with in a specific and dedicated risk
assessment and the operation only undertaken when it is considered safe to do so.
7.16.1.1 Equipment
The small boat used should be outfitted for the number of persons to be transferred and should
comply with applicable regulations of the Flag Administration of the ‘mother’ vessel. Persons
being transferred should use an approved inflatable life jacket fitted with a light and whistle.
The coxswain of the small boat employed for the transfer should ensure
that:
• The small boat is sound and fully operational;
• Emergency equipment (water, radio, flares, torch, man overboard equipment, etc.) is
available onboard;
• Lifebelt and heaving line are available for use from either station at the transfer point.
7.16.2 Use of Pilot Ladders

Pilot ladders are purpose-made ladders fitted with wide spread rungs at a particular spacing
and rigged together with manropes. They are generally used by pilots and surveyors to
board vessels from appropriate launches at entrances to harbours and channels. Their use at
Dubai Petroleum offshore locations to board high sided vessels such as tankers shall normally
be restricted to marine professionals such as Pilots and Mooring Masters, except in exceptional
circumstances.
The use of pilot ladders on lower freeboard vessels may be permitted at the discretion of
the Masters concerned and taking account of weather conditions.
7.16.3 Pilot Boat to Tanker at Fateh

The requirement for the Mooring Master, Pilot and other personnel to board tankers that arrive
at Fateh Terminal necessitates an ‘at sea’ transfer on a regular basis.
The usual method used is for personnel to board the tanker on the lee side from the bridge
wing of the tug utilised as the pilot boat. The tanker shall be requested to rig the
accommodation ladder at a suitable height to facilitate boarding. The tanker shall be
stopped, making way at about 1 knot when the pilot vessel makes its approach.
7.16.4 Personnel Baskets

The use of personnel baskets at Dubai Petroleum offshore installations is strictly limited to
essential situations and sanctioned by the OIM only.
At Fateh and SWF the type of basket available is a ‘Billy Pugh’. Other types may also be utilised
from time to time on drilling rigs operating in the Field.
All basket transfers should be considered as ‘high-risk’ operations and they should only be
undertaken when such a transfer is essential and cannot be undertaken by other means.
It would not be appropriate to use personnel baskets for routine crew changes in open
waters when other more appropriate methods of transfer are available.
Personnel baskets should be visually checked before use to ensure all parts are in safe working
order. Baskets such as the Billy Pugh should be properly stowed and protected from oil and
grease contamination. If such defects are evident the basket shall be condemned and no longer
used.
Formal inspection and replacement of this lifting equipment shall be in accordance with UAE
regulations and company and client requirements. Tag lines should always be used with
personnel baskets.
• The following additional factors should be taken into consideration regarding personnel
basket transfers:
• The necessity of the transfer and alternatives available;
• The suitability of the vessel(s) to maintain station;
• The likely route of the basket during transfer and any differences in freeboard between
the vessels or offshore structures involved;
• Any wind speed, vessel movement or other operating limitations of the crane to be
used.
It should also be ensured that:
• OIM permission has been explicitly obtained;
• The Crane Operator is competent for man-riding operations;
• The crane is fully operational and validated for man-riding operations;
• The transfer basket is visually inspected before starting the transfer;
• Communications between banksmen, crane and vessel are in place and working;
• Environmental and vessel motion conditions are suitable;
• Relevant crane operator and banksmen have good visibility of the pick-up, transfer and
landing area.
7.16.4.1 Equipment
The crane used in the transfer operation should be adequate and suitable for lifting persons
and should be certified for man-riding – that is for use to carry personnel, under UAE
regulations, company and client requirements. Free fall or non-powered lowering must not be
used during personnel basket transfer operations. The transfer basket should be correctly
rigged onto the crane prior to transfer and the crane hook pennant should be of sufficient
length to keep the hook well clear of the personnel being transferred. The certification, security
and integrity of the entire lifting system, including wire ropes, rigging, shackles, safety slings
and hooks, should be checked as appropriate for man-riding.
Tag lines should be attached to the underside of the basket to enable control of the swing when
raising and lowering the basket. It is extremely important that the path of the basket while in
the air is well clear of any obstructions and snag-points to which tag lines may be
susceptible. In every case, consideration should be given to the length/position of the tag lines
to guard against the possibility of the tag lines becoming snagged.
The personnel basket should be checked before use and should be in good condition at the
time of use. The basket should be marked with its safe working load. It should be appropriately
certified with a current certificate of test and/or inspection. The basket must not be operated
beyond its safe working load.
Procedures should be available that set out methods of maintenance and storage together with
instructions related to inspection before use.
7.16.5 Swing Ropes

Swing ropes are in use at Dubai Petroleum offshore locations where boat landings are
specifically designed for this purpose and where each boat used has the required transfer
platform fitted on the stern. These vessels are Dubai Petroleum’s crew boats and marine
maintenance vessels.
Personnel shall only use a swing rope if they have been properly trained and demonstrated
their ability and physical fitness to use the rope to the Offshore HSE Advisor. Furthermore, the
final decision to use the rope rests with the person that shall use it. No one shall coerce any
person to use a swing rope if that person has refused.
Personnel transferring by swing rope during hours of darkness shall wear suitable PPE
including lifejacket fitted with light and whistle.
Dubai Petroleum does not set a sea height limitation governing personnel transfer by swing
rope as conditions vary for each vessel. The Master shall assess whether it is safe to embark
or disembark personnel but as previously stated above, in every case the person swinging
shall have the final say.
In deteriorating weather conditions, the Master must assess if transfer by swing rope from
an outlying platform (or LQ) and later to LQ (or outlying platform) is feasible. As previously
mentioned (7.10), in marginal weather conditions it is not acceptable for a vessel to remain
moored to a buoy when requested to transfer people, without first proceeding to the platform
to conduct an assessment.
7.17 Special Gangways and Bridges

On occasions, specialist vessels may utilise individual types of hydraulic gangway that are
suitable for alongside deployment and due to the size/characteristics of the vessel concerned,
provide the only means of access between the installation and the vessel.
DP vessels that deploy such gangways shall be equipment-classed DP2 or 3 and the use of
the gangway shall be strictly controlled.
The gangways shall be subject to specific procedures that shall be approved and promulgated
after practical trials have been conducted.
Such gangways are hydraulically operated, telescopic and often fitted with hydraulic heave
compensation which adjusts the gangway length and/or horizontal/vertical angles to
compensate. Such equipment may also be fitted with a ‘traffic light’ system to prevent
movement of personnel onto the gangway if any automatic adjustments are taking place.
The use of less sophisticated bridges and gangways may also occur for individual projects and
they shall be subject to specific procedures if so required.
General factors to take into account when considering the use of gangways, bridges and
accommodation ladders include:
• The angle at which the gangway or accommodation ladder is installed;
• The height difference between access points on vessels and any movement resulting
from tidal changes.
8. Diving and ROV Operations

Underwater operations (diving and ROV) are normally conducted for the purpose of inspecting
the vessel/rig/ installation structure and will be executed by outside contractors under
the direction of the Dubai Petroleum staff Diving Supervisor, based offshore in Fateh Field.
8.1 Diving Activities from DP Vessels

Requirements regarding the conduct of DP diving vessels are detailed in 5.10 and should
be read in conjunction with this section.
8.2 Diving and ROV: Industry Codes of Practice

Dubai Petroleum requires that all diving and ROV operations undertaken at its assets shall be
conducted using the very best industry practice. All operational and technical standards shall
be in accordance with the “International Code of Practice for Offshore Diving” and the “Code of
Practice for the Safe and Efficient Use of Remotely Operated Vehicles”.
ROV operations come under the “umbrella” of diving and in general shall (if available) always
be conducted in preference to putting divers in the water.
8.3 Diving: Duties Roles and Responsibilities
8.3.1 Responsibilities of the Diving Contractor

On each diving operation at Dubai Petroleum assets or from vessels on hire to Dubai Petroleum
the Diving Contractor shall be in overall control of the diving operations. This shall be the
company who employs the divers. If there is more than one company employing divers
then there will need to be a written agreement as to which of these companies is in overall
control.
All concerned personnel and others involved in the diving operation should be aware who
the Diving Contractor is.
It shall be a Dubai Petroleum requirement that the Diving Contractor defines a management
structure in writing. This should include arrangements for a clear handover of supervisory
responsibilities at appropriate stages in the operation, again recorded in writing.
The Diving Contractor’s responsibilities are to provide a safe system of work to carry out
the diving activity. This includes the following:
• A diving project plan;
• An overall quality management system which includes a safety management system;
• Appropriate insurance policies;
• Risk assessments for mobilization/demobilization, the operation of the equipment and
work tasks to be undertaken and contingency/emergency plans;
• A management of change procedure;
• A safe and suitable place from which operations are to be carried out;
• Suitable plant and equipment supplied, audited and certified in accordance with the
relevant IMCA DESIGN documents, other Diving, Remote Systems & ROV and Marine
Division guidance notes and IMO documents, including equipment supplied by diving
personnel;
• Plant and equipment correctly and properly maintained;
• A suitable plan which includes emergency and contingency plans;
• Sufficient personnel of the required grades in the diving team. All diving personnel must
also have good English skills, both spoken and written;
• Personnel holding valid medical and training certificates and qualified and competent
in accordance with the IMCA Training, Certification & Personnel Competence tables;
• Suitable site-specific safety and familiarization training provided to all members of the
dive team;
• Adequate arrangements to ensure that the supervisor and dive team are fully briefed
on the project and aware of the content of the diving project plan and the dive plan;
• Project records kept of all relevant details of the project, including all dives;
• A procedure for near-miss and incidents/accidents reporting, investigation and follow-
up;
• Adequate arrangements for first aid and medical treatment of personnel;
• Clear reporting and responsibility structure laid out in writing;
• Diving Supervisors and Life Support Supervisors appointed in writing and the extent of
their control documented;
• The latest approved version of the Diving Contractor documents and plans at the work
site and being used;
• All relevant regulations/standards complied with.

The level of detail or involvement required of the Diving Contractor, and information on how to
meet the responsibilities, are given in the relevant sections of the IMCA Code. It shall be
the responsibility of the Diving Contractor to ensure that the latest version of the guidelines and
standards are being used.
8.3.2 Responsibilities – Dubai Petroleum and other Parties

Depending on the nature of the diving project, its location and other commercial factors, there
shall be responsibilities incumbent on Dubai Petroleum.
For all diving projects, Dubai Petroleum shall appoint an on-site Representative and Dubai
Petroleum shall ensure that this Representative shall have the necessary experience and
knowledge to be competent for this task.
If the Diving Contractor has been sub-contracted from another Main Contractor, that
organisation may appoint the on-site Representative and in doing so shall ensure that this
representative shall have the necessary experience and knowledge to be competent for this
task (reference: IMCA TCPC 12/04).
Other individuals that shall have specific responsibilities regarding the conduct of the
diving operations shall include the following:
• The OIM who is responsible for the area inside which diving work is to take place – this
shall be delegated to the Fateh Port Captain through which the Fateh Diving
Superintendent shall exercise responsibility;
• The Master of any concerned vessel (or floating structure) from which diving work is to
take place who controls the vessel and who has overall responsibility for the safety of
the vessel and all personnel on it;
• The DPO who is the responsible person on the DP control panel on a DP DSV or other
floating structure, or the duty officer on an anchored (non-DP) DSV or floating
structure. The DPO or duty officer will need to inform the diving supervisor of any
possible change in position-keeping ability as soon as it is known.
These organisations or personnel share collective responsibilities. Their duties should
include the following:
• Agreeing to provide facilities and extend all reasonable support to the Divin
Supervisor or contractor in the event of an emergency. Details of the matters agreed
should form part of the planning for the project;
• Considering whether any underwater or above-water items of plant or equipment under
their control may cause a hazard to the diving team. The Diving Contractor will need to
be informed of the location and exact operational details of such items in writing and in
sufficient time to account for them in the risk assessments. Such items include:
i. vessel/floating structures, propellers and anchor wires
ii. underwater obstructions
iii. pipeline systems under pressure test or with a pressure lower than the
pressure at the diver work location
iv. subsea facilities
v. water intakes or discharge points causing suction or turbulence
vi. gas flare mechanisms that may activate without warning
vii. equipment liable to start operating automatically
viii. appropriate isolations and barriers (mechanical, electrical, optical,
hydraulic, instrumentation isolations and barriers)
• Ensuring that sufficient time and facilities are made available to the Diving Contractor
at the commencement of the project in order to carry out all necessary site-specific
safety and familiarization training. Furthermore, a realistic time frame shall be given for
mobilization, testing, certification plus setup of diving and surface arrangements

that shall be safe and user-friendly. Arrangements should facilitate diving teams to be
rested and ‘ready to go’ on arrival offshore;
• Ensuring that other activities in the vicinity do not affect the safety of the diving
operation. They may, for example, need to arrange for the suspension of supply boat
unloading, overhead scaffolding work, etc.;
• Ensuring that a formal control system, for example, a permit-to-work system, exists
between the Diving Team, the OIM and/or the Master;
• Providing the Diving Contractor with details of any possible substance likely to be
encountered by the Diving Team that would be a hazard to their health, e.g. drill
cuttings on the seabed. They will also need to provide relevant risk assessments
for these substances. This information should be provided in writing and in sufficient
time to allow the diving contractor to carry out the relevant risk assessments;
• Providing the Diving Contractor with information about any impressed current
system on the work site or in the vicinity and details of the system. This information
should be provided in writing and in sufficient time to allow the Diving Contractor to
carry out the relevant risk assessments;
• Keeping the Diving Supervisor informed of any changes that may affect the diving
operation, e.g. vessel movements, deteriorating weather etc.
8.3.3 Responsibilities: Offshore Manager of the Diving Contractor

Where the Diving Contractor has provided an Offshore Manager to the approval of Dubai
Petroleum, (usually for larger projects) then the Offshore Manager shall be the representative
of the Diving Contractor at the work site. Such Offshore Managers shall have overall
responsibility for the project execution and their responsibilities and tasks shall include:
Ensuring that activities are carried out in accordance with the requirements in the diving project
plan and the applicable laws and regulations;
Ensuring that personnel are competent, qualified and familiar with the work procedures, safety
precautions to be taken, laws and regulations and IMCA guidance and information.
The Offshore Manager will normally be the primary contact point offshore with Dubai Petroleum
and he may or may not have a diving background.
8.3.4 Responsibilities: Diving Superintendent

On projects where more than one Diving Supervisor shall be required, Dubai Petroleum
requires that a Diving Superintendent shall be appointed.
If the Diving Contractor has not appointed an Offshore Manager then the Diving Superintendent
shall be the Diving Contractor’s representative at the work site. The Diving Superintendents
shall be responsible for and competent to manage the overall diving operation (reference:
IMCA C
003) and his responsibilities, tasks and duties should
include:
• ensuring the activities are carried out in accordance with the requirements in the
diving project plan and the applicable laws and regulations;
• ensuring the personnel are competent and qualified and familiar with the work
procedures, safety precautions to be taken, laws and regulations and IMCA
guidance and information notes.
If so qualified and holding a letter of appointment, the Diving Superintendent can act as a
Diving Supervisor.
8.3.5 Responsibilities: Diving Supervisor

Supervisors are appointed by the Diving Contractor in writing and are responsible for the
operation that they have been appointed to supervise. Unless an Offshore Manager or
diving superintendent has been provided by the Diving Contractor then the Diving Supervisor
is the Diving Contractor’s Representative at the work site.
A Diving Supervisor should only hand over control to another Supervisor appointed in writing
by the Diving Contractor. Such a handover will need to be entered in the relevant operations
logbook.
Supervisors can only supervise as much of a diving operation as they can personally control,
both during routine operations and if an emergency should occur.
The Supervisor with responsibility for the operation is the only person who can order the start
of a dive, subject to appropriate work permits etc. Other relevant parties, such as a Diving
Superintendent, Offshore Manager, Master of the DSV, Dubai Petroleum Representative or
the
OIM, can, however, order the Supervisor to terminate a dive for safety or operational reasons.
There will be times, for example during operations from a DP vessel, when the Diving
Supervisor will need to liaise closely with other personnel, such as the Master or the DP
operator. In such circumstances, the Supervisor must recognise that the Master has
responsibility for the overall safety of the vessel and all personnel onboard.
The Supervisor is entitled to give direct orders in relation to health and safety to any person
taking part in, or who has any influence over, the diving operation. These orders take
precedence over any company hierarchy.
These orders could include instructing unnecessary personnel to leave a control area,
instructing personnel to operate equipment, and so on.
To ensure that the diving operation is carried out safely, Diving Supervisors should consider
the following operational factors:
• They should satisfy themselves that they are competent to carry out this work and
that they understand their own areas and levels of responsibility and who is
responsible for any other relevant areas. Such responsibilities should be contained
in the relevant documentation. They should also ensure that they are in possession
of a letter from the Diving Contractor appointing them as a Diving Supervisor;
• They will need to satisfy themselves that the personnel they are to supervise are
competent to carry out the work required of them. They should also check, as far as
they are reasonably able, that these personnel are fit and in possession of a valid
medical certificate of fitness;
• They will need to check that the equipment they propose to use for any particular
operation is adequate, safe, properly certified and maintained. They can do this by
confirming that the equipment meets the requirements set down in the IMCA Code.
They should ensure that the equipment is adequately checked by themselves or
another competent person prior to its use. Such checks should be documented, for
example, on a pre-prepared checklist, and recorded in the operations log for the
project;
• They will need to ensure that all possible foreseeable hazards have been evaluated
and are fully understood by all relevant parties and that, if required, training is given.
In addition, prior to commencement of a project a full on-site Risk Assessment
needs to be conducted. If the situation has changed, further risk assessment and
management of change will need to be undertaken. They will need to ensure that
the operation they are being asked to supervise complies with the requirements of
this code. Detailed advice on how they can ensure this is given in various sections
of the IMCA Code;
• They will need to establish that all involved parties are aware that a diving operation
is going to start or continue. They will also need to obtain any necessary permission
before starting or continuing the operation, normally via a permit-to-work system;
• Notwithstanding required radio communications arrangements, the Diving
Supervisors will need to have clear audible and, if possible, visual contact with any
personnel under their supervision. For example, a Supervisor will be able to control
the raising and lowering of a diving bell adequately if there is a direct audio link with
the person operating the winch, even though the winch may be physically located
where the Supervisor cannot see it or have ready access to it (Ref. IMCA D 023,
IMCA D 024, IMCA D 037);
• The Supervisor also needs to have clear communication with other personnel on
the diving location such as marine crew, DP operators, cranes and ROV personnel;
• During saturation or bell diving operations, Supervisors will need to be able to see
the divers inside the bell or compression chamber. This will normally be achieved
on the surface by means of direct viewing through the view ports or by means of
cameras, but when the bell is under water this will need to be by means of a camera;
• The Supervisor will need to have direct communications with any diver in the water
at all times, even if another person needs to talk to, or listen to, the diver;
• The Supervisor shall ensure that proper records of the diving operations are
maintained.
8.3.6 Responsibilities: Divers

Divers are responsible for undertaking duties as required by the Diving Supervisor. They should
observe the following requirements:
• Inform the Diving Supervisor if there is any medical or other reason why they cannot
dive;
• Ensure that their personal diving equipment is working correctly and is suitable for
the planned dive;
• Ensure that they fully understand the dive plan and are competent to carry out the
planned task;
• Be fully conversant with the routine and emergency procedures;
• They must report any medical problems or symptoms that they experience during
or after the dive;
• The must report any equipment faults, other potential hazards, near misses
or accidents;
• They shall check and put away personal diving equipment after use;
• They shall keep their logbooks up to date and present it for signing by the Diving
• Supervisor after each dive.
8.3.7 Other Diving and Support Personnel

It is the responsibility of the Diving Contractor that all categories of personnel used
during diving operations including, but not limited to ROV personnel, rigging crew, inspection
controllers and surveyors have been issued with clearly defined and documented roles
and responsibilities (IMCA C 003).
8.4 Diving Emergencies and Contingency Plans

The operations manual of the Diving Contractor should contain a section laying out the actions
required of each member of the diving team in the event of a foreseeable emergency occurring
during operations.
These contingency plans shall be submitted to Dubai Petroleum for approval by the Fateh
Diving Superintendent before a Diving Contractor shall be hired.
The following list, which is not exhaustive, identifies the type of possible emergencies to be
considered:
• Dealing with an injured or unconscious diver;
• Fire in a chamber or around the dive system;
• Evacuation from a vessel or fixed/floating structure which is on fire or sinking;
• Loss of pressure in chambers or bell;
• Faulty or broken equipment;
• Approach of severe weather.
Dubai Petroleum in consultation with the Diving Contractor shall facilitate appropriate
emergency arrangements in order to evacuate all divers under pressure to a safe place during
an offshore emergency.
8.4.1 Lost Bell/Emergency Bell Recovery

The Diving Contractor shall provide a contingency plan and appropriate procedures, which have
been risk assessed, should be in place. These plans/procedures should include the equipment
and personnel required to locate and rescue a lost closed diving bell and also the
plans/procedures for a closed bell, which is still attached to the vessel/ fixed/ floating structure,
but which is severed from its main lift wire and or umbilical. These plans/procedures should
identify the actions required by the Diving Contractor and other personnel, and the provision of
specific equipment, such as locators
The bell needs to be capable of sustaining the lives of trapped divers for at least 24 hours.
8.4.2 Divers’ Habitats

The Diving Contractor shall provide a contingency plan and appropriate procedures, which
have been risk assessed, should be in place and include the equipment and personnel required
for recovery of divers when they are trapped in a habitat.
For an emergency situation the habitat needs to be capable of sustaining the lives of the
trapped divers for at least 48 hours.
8.4.3 Hyperbaric Evacuation
8.4.3.1 Surface Supplied Diving

As applicable, the Diving Contractor shall provide a contingency plan and appropriate
procedures, which have been risk assessed, for surface-supplied diving operations.
These should include the personnel and equipment required for the evacuation of a surface
supplied diver from a stricken vessel or fixed/floating structure with omitted decompression.
The plans/ procedures should cover the method of evacuation of the diver (with adequate
oxygen and medical supplies during transit) to a designated chamber identified for
recompression.
8.4.3.2 Saturation Diving

In an emergency, divers in saturation cannot be evacuated by the same methods as other crew
members. For all saturation diving operations, a hyperbaric rescue facility needs to be provided
that, in the event of a vessel or fixed/floating structure evacuation, is capable of evacuating the
maximum number of divers that the dive spread is capable of accommodating, to a designated
location where the divers can be decompressed in a safe and comfortable manner.
Special arrangements and procedures, which need to be risk assessed, should be in place, to
evacuate the divers safely while keeping them under pressure, for example, in a purpose built
hyperbaric rescue vessel (HRV) or a chamber designed for that purpose (HRC), capable
of being removed from the worksite to a safe location while maintaining the divers at the correct
pressure and with life support for a minimum of 72 hours (Ref. IMO Guidelines and
Specifications for Hyperbaric Evacuation Systems - Resolution A.692 (17)).
The exact design of such equipment and its method of deployment will depend on the facilities
available, the number of divers to be evacuated, the location of the worksite, etc. These factors
will need to be considered during the risk assessment, which should include the transfer into
the HRV or HRC, launching, towing/steaming/transportation, recovery and decompression
phases of an evacuation. The HRV or HRC should be capable of being launched when
normal power supply is unavailable.
In addition a life support package (LSP) should be kept at a suitable location from where it
can reach the HRV/HRC within reasonable time (Ref. IMO Guidelines and Specifications
for Hyperbaric Evacuation Systems - Resolution A.692(17), IMCA Guidance for
Hyperbaric Evacuation Systems (under development, IMCA D 027, IMCA D 004, IMCA D
024).
8.4.4 Emergency Training

Diving Contractors hired by Dubai Petroleum shall demonstrate that they have developed
generic emergency training scenarios and procedures. Trials should have been carried out
to train personnel and to test the adequacy of the procedures and equipment.
Prior to commencement of diving operations, ‘diver recovery’ drills shall be carried out by both
shifts. ‘MAYDAY’ procedures and emergency contacts shall be proven.
8.4.5 Diving Contractor’s Contingency Centre and Interface with Dubai Petroleum
While on hire to Dubai Petroleum and operating at an offshore asset, a Diving Contractor shall
maintain, in immediate readiness, a contingency room with adequate communications
facilities, all relevant documentation and other necessary facilities for the contingency team, in
case of an emergency.
This emergency response arrangement shall interface with those of Dubai Petroleum and all
arrangements, bridging documentation and other contingency requirements shall be in place
before any diving activities commence.
8.5 Diving: General Offshore Precautions

The following precautions must be taken, as applicable, before and during any diving
operations that take place at a Dubai Petroleum offshore asset or vessel on hire to Dubai
Petroleum:
• Diving operations shall only take place under the constraints of a valid permit to
work;
• All personnel shall be fully informed that diving operations are to commence and
regular warning announcements shall be made onboard the installation/vessel
throughout the duration of the dive. Appropriate warning signs must be drawn up;
• The exact location of the structure and the purpose of the dive must be made clear
to all personnel. Onboard the installation all departments shall be formally informed
and onboard a vessel the Master, Chief Officer and Chief Engineer must liaise
closely;
• The Port Captain/Master must be aware of external emergency contact numbers in
case of emergency;
• All duty personnel must be fully briefed and be required to keep records;
• Signal flag ‘A’ must be displayed when diving operations commence and throughout
the period that divers are in the water;
• If onboard a vessel, stopped but underway, the vessel’s position must regularly
fixed, due to the effects of drift;
• The Port Captain/Master to ensure that latest weather reports are received. Tidal
streams and currents to be calculated;
• A responsible person shall be nominated to oversee the operation and liaise directly
with the Diving Supervisor;
• All necessary machinery to be isolated and all underwater hazards to the divers
must be identified in consultation with the Master, Chief Engineer and Diving
Supervisor;
• Continuous communication must be maintained between the position of diving
operations and the installation radio room/bridge;
• The following information shall be logged:
a. Time diver commences the operation;

b. Time the diver surfaces;
c. Time the whole operation was completed;
d. Special events occurring during the operation.
• At all times the responsible person must keep a vigilant watch on the weather, traffic
situation and the vessel’s position if appropriate. The operation must be aborted if
the OIM/Master/responsible person, in liaison with the Diving Supervisor, deem
it necessary;
The starting of any pump or other process that may cause or require discharge or suction from
the sea may only be undertaken under the supervision of the Master/OIM/responsible person,
in consultation with the Diving Supervisor.

SIMOPS ACTIVITY MATRIX GUIDE FOR: Diving In Vicinity of Platforms / Complex
SIMOPS NOT ALLOWED

Scaffolding / Scaffolding / Lifts
Tubulars Tubulars betwee Lifting Chemical

SIMOPS ALLOWED UNDER PERMIT TO Sandblasti Painting Well Wireline Wireline E-Line E-line Activities
Over the Over solid n Boat over solid Squeeze Platform Product
Topsi de Activity
WORK SYSTEM AND ADDITIONAL CONTROL
ng / Spray by Testin Activity Activity Activity Activity involving Hot ion or
FACTORS Side decks and decks (see (Inc mud
Painting Brush g In- Hole Out of In- Hole Out of Explosives Work Inject
(including (including Platfor also note or brine)
Hole Hole ion
chicksan chicksan m (see 6)
activities) activities) note 6)
SIMOPS ALLOWED WITH NORMAL PTW
CONTROLS
Diving Activity
Diving Operations outside 50m from platform 1 1 2 1 4 5 1 5 1 5
Diving Operations within 50m of platform 1 1 2 2 5
1 For Tubulars - Dive Vessel to be more than 1.3 x water depth away from platform
2 Acceptable on opposite side of platform (except tubular lifts)
3 Dive Vessel to be more that 100m from platform (unless possibility of tubulars being released, then 1.3 x water depth
4 Outside of 100m is acceptable if upwind
5 Based on Risk Assessment and Well status
Dive Supt shall have full understanding of platform operations after consultation with platform Operator and details to be
recorded in the Diving Risk Assessment. Crane booms shall not be slewed over, or close to the dive vessel unless express
permission is granted by the Dive Supervisor and Vessel Master.
6
Created: 02 April 2012 (Port Captain)

9. Standby Vessels
9.1 Operating Parameters
Where Dubai Petroleum’s operation identifies the need for the services of a Standby Vessel,
due regard shall be made to the following:
• The extent of the facilities involved;
• The environmental conditions applicable;
• The scenarios to be addressed;
• The capability and proximity of other locations and support;
• Type of marine vessels and helicopters in use;
• Distance and availability of marine and/or helicopter support;
• Type of offshore facility and its own resources;
• Activities and numbers of personnel involved at the facility;
• Other marine activity (shipping movements, traffic routes etc.) in the area and
consideration of requirement to warn if shipping is tracking too close.
9.2 Vessel Capabilities

Where a vessel is required to act in a standby capacity, it shall have the following
minimum capability:
• Equipment and designated rescue zones to rescue persons from the water including
arrangements to rescue direct from the water by the Standby Vessel;
• Personnel trained to ensure effective rescue and recovery, and administer
emergency care for the total number of survivors the vessel is certified to carry;
• Rescue Craft of sufficient number, size, and capability each with dedicated
launching davits as required by the risk assessment;
• Designated areas for the care and treatment of survivors;
• Adequate, competent, and qualified crew to man the vessel, operate the equipment,
support rescued personnel, and carry out any of the designated roles for the period
required;
• If firefighting is a designated role then the procedures shall include the scenarios
and actions required;
• Oil-spill response capability;
• Regular training and exercises in conjunction with the facility as part of a formalized
training plan.
9.3 Standby Vessel Operating Procedures

The Dubai Petroleum operations shall ensure that any vessel involved in standby operations
shall have procedures on board to cover all aspects of the standby requirements that shall
address:
• Limits of operation (distance envelopes) around facility or facilities;
• Operations within 500m zones and pre-entry checklists;
• Communications between vessel and facilities;
• Standby Vessel watch keeping, lookout, radio, and radar monitoring;
• Standby position reporting requirements;
• Mooring buoys, anchoring or continuous steaming and readiness to respond;
• Monitoring and maintenance of mooring buoys;

• Close standby requirements (facility personnel working in exposed areas, helicopter
standby etc);
• Capability of facility and Standby Vessel to respond;
• Procedures for preparing personnel and equipment for, and action in, a rescue;
• Ongoing training requirements;
• Roles and responsibilities and actions to be taken should the Standby Vessel be
unable to provide any or part of its services, or is affected by adverse weather
including the need to seek shelter or open sea;
• Where the Standby Vessel is required to monitor passing traffic and mitigate the risk
of ship/installation collision, including remote well sites, the Dubai Petroleum
operation shall provide clear and documented instructions to the Standby Vessel
detailing the communications with the facility and actions required;
• Standby Vessels required to monitor passing traffic and to respond in a timely
manner to a passing vessel risk, shall be equipped with a minimum of two radar
sets.

APPENDIX A: SUMMARY OF APPLICABLE CODES, CONVENTIONS, LEGISLATION &
GUIDELINES RELEVANT TO MARINE AND OFFSHORE INDUSTRY PRACTICE
The information contained in this Appendix should not be considered exhaustive. Furthermore,
all references listed are subject to revision and change so care should be exercised to ensure that the
latest edition of a particular instrument or guideline be always consulted.
Codes & Conventions

The basis of accepted good international maritime professional practice is dependent on
compliance with all applicable Conventions and Codes that cover the types of maritime
operations being conducted. Conventions are the legislative instruments whereas Codes are
essentially guidance and advisory documents. However, certain Codes due to their importance
are mandatory and are incorporated into Conventions – i.e. the ISM, ISPS, LSA and FSS
Codes, plus others, as part of the SOLAS Convention.
The following* IMO Conventions are concerned with
safety:
• International Convention for Safety of Life at Sea (SOLAS) 1974 and
associated Protocols and Amendments;
• International Convention on Load Lines (LL) 1966;
• Convention on the International Regulations for the Prevention of Collisions at Sea
• (COLREG) 1972;
• International Standards of Training, Certification and Watch keeping Convention
(STCW) 1978,1995 and 2010 (Manila) Amendments;
• International Convention for Safe Containers (CSC) 1972;
• International Convention on Maritime Search and Rescue (SAR) 1979;
• Convention on the International Maritime Satellite Organisation (INMARSAT) 1976.
• The following* IMO Conventions are concerned with liability and compensation:
• International Convention on Civil Liability for Oil Pollution Damage (CLC) 1969;
• International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution Damage (FUND)
1971;
• Convention on Limitation of Liability for Maritime Claims (LLMC) 1976;`
• International Convention on Liability and Compensation for Damage in Connection
with the Carriage of Hazardous and Noxious Substances by Sea (HNS) 1996;
• International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001.
*those that would not be applicable to offshore oil operations have been omitted.
The following IMO Conventions are concerned with the
environment:
• International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto (MARPOL 73/78);
• International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties (INTERVENTION) 1969;
• Convention on the Prevention of Marine Pollution by Dumping of Wastes and
Other Matter (LDC) 1972;
• International Convention on Oil Pollution Preparedness, Response and Co-
operation (OPRC) 1990;
• Protocol on Preparedness, Response and Co-operation to pollution Incidents

by Hazardous and Noxious Substances, 2000 (HNS Protocol);
• International Convention on the Control of Harmful Anti-fouling Systems on Ships
(AFS) 2001;
• International Convention for the Control and Management of Ships' Ballast Water
and
• Sediments, 2004;
• Code on Noise Levels onboard Ships, 1982;
• Plus others…
Requirements for the welfare of seafarers have been defined and regulated under more than
sixty Conventions and recommendations of the International Labour Organisation (ILO) that
date back to 1919. These have been consolidated and modernised under the ILO Maritime
Labour Convention 2006 (MLC 2006). This important instrument has eliminated the previous
regulatory fragmentation of maritime labour standards and is aimed at achieving global
uniformity in these matters.
The following International Codes are also applicable to the safe conduct of Dubai
Petroleum’s marine activities and shall be observed accordingly:
• International Management Code for the Safe Operation of Ships and for
Pollution Prevention (ISM Code);
• Code of Safe Working Practices for Merchant Seamen (COSWP) – UKMCA;
• The International Ship and Port Facility Security (ISPS) Code;
• Code of Safe Practice for the Carriage of Cargoes and Persons by Offshore Supply
Vessels (OSV Code);
• MODU Code, 2009;
• Code of Safety for Special Purpose Ships, 2008;
• Code on Noise Levels on Board Ships;
• International Maritime Dangerous Goods (IMDG) Code;
• IMO Code of Safe Practice for Cargo Stowage and Securing (CSS Code);
• International Life Saving Appliance (LSA) Code;
• International Code for Fire Safety Systems (FSS Code);
• Fire Test Procedures (FTP) Code, 2010;
• The Code of Safety for Dynamically Supported Craft;
• International Code for the Construction and Equipment of Ships carrying Dangerous
Chemicals in Bulk (IBC Code);
• NOx Code;
• International Code on Intact Stability, 2008 (2008 IS Code);
• Casualty Investigation Code.
Industry Guidelines
The latest versions of the following Oil, Gas and Shipping Industry guidelines are an excellent
source of reference as applicable:
• ILO, “Accident Prevention onboard Ship at Sea & in Port;
• International chamber of Shipping (ICS), Oil Companies International Marine
Forum
• (OCIMF) & International Association of Ports & Harbours (IAPH), “International
Safety Guide for Oil Tankers and Terminals” (ISGOTT);
• Northwest European Area (NWEA) Guidelines for the Safe Management of Offshore
Supply & Rig Move Operations;*
• GL Noble Denton, “Guidelines for Marine Transportations”;
• GL Noble Denton, “Guidelines for Loadouts”;
• GL Noble Denton, “Guidelines for Approval of Towing Vessels”;

• Oil & Gas UK, “Emergency Response & Rescue Vessel Management Guidelines”;
• Oil & Gas UK, “Emergency Response & Rescue Vessel Survey Guidelines”;
• Oil & Gas UK, “Emergency Locator Beacon Guidance for Offshore Rescue Crews”;
• Oil & Gas UK, “Best Practice for the Safe Packing & Handling of Cargo to & from
Offshore Locations”;
• IMO, “Guidelines for the Transport & Handling of Limited Amounts of Hazardous
and Noxious Liquid Substances in Bulk on OSV’s”;
• International Association of Drilling Contractors (IADC), “Health, Safety &
Environmental
• Case Guidelines for Mobile Offshore Drilling Units”;
• International Marine Contractors Association (IMCA), “Initial & Refresher
Familiarization of Vessel Crews”;
• IMCA, “Threat Risk Assessment”;
• IMCA, “Guidance for the Management of Change in the Offshore Environment”;
• IMCA, “Transfer of Personnel to & from Offshore Vessels”;
• IMCA, “Guidelines for Lifting Operations”;
• IMCA, “Guidance on Wire Rope Integrity Management for Vessels in the
Offshore Industry”;
• IMCA, “Marine Inspection Check List for Small Workboats”;
• IMCA, “International Guidelines for the Safe Operation of DP OSVs”;
• IMO MSC Circ.645, “Guidelines for Vessels with Dynamic Positioning Systems”;
• World Health Organization (WHO), “Guide to Ship Sanitation”;
• Marine Safety Forum (MSF), “Guidelines for Carriage of Potable Water for Supply
to Offshore Locations;
*Note: Since this guide has been written for the European region, some aspects may not be
applicable. However, it is an excellent reference and may be considered relevant in the absence
of local guidelines. This guide was previously published by UKOOA.
Other publications as appropriate may also be utilized.

APPENDIX B: CHECK LISTS, REPORTS & TABLES
The check lists and forms contained in this Appendix should be used in conjunction
with the relevant procedure(s) referenced to the main text, as detailed below.
Check Lists & Reports

1. Dubai Petroleum Vessel Audit Check List 2.8.1/2.9.6.1
i. Ship Certification
ii. Vessel Details & General
iii. Condition Crew Certification
iv. Bridge/Command/Communications
v. Lifesaving & Fire Fighting
Arrangements
vi. Safety, Security & Environmental Management Systems
vii. Safe Vessel Operations & Environmental Protection
viii. Health, Welfare & Hygiene
ix. Towing, Mooring & Lifting Equipment
2. Dubai Petroleum Vessel Quarterly Check List 2.9.6.2
3. Dubai Petroleum Hygiene Inspection Report 2.9.6.3
4. Dubai Petroleum Vessel 500m Zone Safety Check List 2.10.4
Tables
Fateh & JAOSB Communications Arrangements 2.9.15
Analysis Form: Oil-Contaminated Cargoes to be Transported by OSV 4.2.29
Check List for Wet Bulk Back-Loads 4.2.29
Liquid Bulk Hazard Overview 4.2.22.1
Bulk Transfers – Summary of Equipment Requirements
& Colour Coding 6.2.23, 24, 25
Dangerous Cargo Segregation Table 4.2.9.5
Considerations for Risk Assessments concerning Tag Lines 4.2.15

VESSEL AUDIT CHECKLIST
This check list Is comprehensive and may also be used ‘in part’, as required, if areas
need to be examined separately
SECTION 1: SHIP CERTIFICATION (as applicable to size and type of vessel)
Certificates often issued by a ‘Recognised Organisation’ (such as Classification Society) on
behalf of Flag. When required, reference should be made to the authorising instrument shown in
brackets (i.e. SOLAS, MARPOL, etc.) to establish applicability to specific types and sizes of vessel.
A. 5 YEAR CERTIFICATES SUBJECT TO ANNUAL SURVEYS & RENEWAL/SPECIAL/PERIODIC*

SURVEYS AT THE END OF 5 YEARS. *as applicable
International Load Line (SOLAS) – issued by Flag/RO:
Issue date: Valid to: Last Survey:
Cargo Ship Safety Construction (SOLAS) – issued by Flag/RO:

Cargo Ship Safety Equipment (SOLAS) – issued by Flag/RO:

Cargo Ship Safety Radio (SOLAS) – issued by Flag/RO:

Cargo Ship Safety Certificate – with record of equipment attached (SOLAS) – issued by Flag/RO:
(Issued by some Administrations in lieu of CSSC, CSSE & CSSR)

International Oil Pollution Prevention Certificate (MARPOL) – issued by Flag/RO:
International Air Pollution Prevention Certificate (MARPOL) – issued by Flag)/RO:

International Ballast Water Management Certificate (BWM Convention) – issued by Flag/RO:

Classification Certificate(s) – Hull & Machinery (Class Rules) – issued by Classification Society:
(may be a separate or a combined certificate – use one or two lines accordingly)
Flag State Verification & Acceptance Document (FSVAD) (for DP vessels) – issued by Flag/RO:
DP Class: Issue date: Valid to: Last Survey:
Notes: (Any parts highlighted in blue concern Conventions/regulations not yet Internationally
mandatory at time of Revision of form)

B. 5 YEAR CERTIFICATES SUBJECT TO INTERMEDIATE VERIFICATION BETWEEN 2nd- 3rd YEAR:

Safety Management Certificate (ISM) – issued by Flag/RO:
with copy of a valid ISM Document of Compliance held by the Ship Operator
Issue date: Valid to: Last Audit:
International Ship Security Certificate (ISPS) – issued by Flag/RO:

Issue date: Valid to: Last Audit:
C. 5 YEAR CERTIFICATES NOT USUALLY SUBJECT TO PERIODIC VERIFICATION:

International Sewage Pollution Prevention Certificate (MARPOL) – issued by Flag/RO:
D. 12 MONTH CERTIFICATES:
Ship Station Licence – issued by Flag:
E. 6 MONTH CERTIFICATES:
Ship Sanitation Control Exemption Certificate (Intl. Health Regulations, 2005) – issued locally:
Date/Place issued: Valid to:
Ship Sanitation Control Certificate (Intl. Health Regulations, 2005) – issued locally:
Date/Place issued: Valid to:
For SSCC, control measures to be implemented:
These certificates replace the former de-ratting certification that is no longer issued. The SSCEC is issued when at the time of
inspection there are no signs of animal disease vectors (rodents and mosquitos), reservoirs, or unwell humans onboard the
ship. The SSCC is issued when at the time of inspection there are signs of animal disease vectors etc. or if the certification of ship
facilities is invalid, out-of-date or out-of-order. Any control measures to be carried out shall be specified on the SSCC and should
be completed within the 6 month validity period of the certificate.
F. OTHER CERTIFICATES NOT SUBJECT TO PERIODIC SURVEYS TO REMAIN VALID:

Certificate of Registry – issued by Flag:
Issue date: Remarks:
Minimum Safe Manning – issued by Flag:

Issue date: Remarks/Special Conditions:

International Tonnage Certificate – issued by Flag/RO:

Continuous Synopsis Record inclusive since July 2004 (ISPS) – issued by Flag:
G. OTHER CERTIFICATES WITH VARIABLE ISSUE REQUIREMENTS:
International Anti-Fouling System Certificate and Record (AF Convention) – issued by Flag/RO:
AF System Declaration (AF Convention) plus supporting documents – issued by Ship Operator:
Date of last endorsement: Remarks:
Certificate is mandatory for ships over 400GT and Declaration from Owner/Operator is mandatory for those vessels under
400GT and over 24m in length. Endorsements shall be made each time the coating is changed or replaced and a new certificate
shall be issued on change of Flag. Declaration requires supporting documents such as the paint receipt or contractor invoice.
H. DOCUMENTS/PLANS REQUIRING APPROVAL BY FLAG:

Intact Stability Book: Date of approval:
SOPEP: Date of approval:
Cargo Securing Manual: Date of approval:

Calculations of MRD*: Date of approval: *Moderate Rate of Discharge (sewage)
Ship Security Plan*: Date of approval: *Contents of SSP not divulged

I. OTHER DOCUMENTS & LOGBOOKS (as applicable):
Oil Record Book P1: Last entry:
Garbage Record Book: Last entry:
Garbage Management Plan:
Engine Room Log: Last entry:
Ship’s Log: Last entry:
Emergency Towing Procedures:

Maneuvering Information:
Damage Control Plan (ships built after 1 Feb 92) :
Fire Control Plan:
Fire Safety Training Manual:
LSA Training Manual:
Muster List:

Onboard Training & Drill Records:

Certificates of Competency with Endorsements:
Certificates of Insurance – P&I, H&M:
Radio Servicing Agreement (GMDSS)
J. ADDITIONAL DOCUMENTS TO BE CARRIED ONBOARD TANKERS:
Certificate of Civil Liability Insurance for Oil Pollution Damage (or other financial security)
Oil Record Book Part 2
Sub-Division & Stability Information (tankers to which Reg. 25 of Annex 1 of MARPOL applies)
HBL-Loading Operational Manual (tankers with hydrostatically-balanced loading)
Flag-Approved VOC Management Plan (volatile organic compounds)
Flag-Approved Crude Oil Washing Operational & Equipment Manual (COW Manual)
Flag-Approved Emergency Towing Procedures (Flag approval is a requirement for tankers only)
Flag-Approved ODMC Operational Manual (tankers with oil discharge monitoring & control systems)
Dedicated Clean Ballast Tank Operation Manual (tankers with dedicated clean ballast tanks)
Notes regarding inspection of ships’ certificates…
The list above has been compiled for common vessel types routinely encountered during DPE’s
operations, and is not exhaustive. Indeed, certain specialist vessels may have additional
certification and documentation that shall require scrutiny – for example, special purpose
vessels, DP vessels, survey vessels, vessels carrying special cargoes, noxious substances etc.
Some requirements for specific documents separately detailed in SOLAS such as “Emergency
Instructions” (Reg III/8), “Instructions for onboard maintenance of LSA” (Reg III/36),
and “Maintenance Plan (Reg II-2/14.2.2) plus others, have not been included since these would
be incorporated in the ship’s ISM Procedures, compliance of which is covered elsewhere in these
check lists.
With the exception of the onboard copy of the ISM Document of Compliance (DOC), all ship
certificates should be originals. In exceptional circumstances such as where a certificate might
have been lost or damaged, a certified ‘true- copy’, endorsed by Flag or the Classification
Society, would be the only acceptable.
When examining the copy of a ship operator’s DOC, attention should always be made to its dates
of validity and any annual endorsements as applicable, and also verification that the type of ship
specified matches the concerned vessel.
Short-term certificates (normally up to 5 months) and interim certificates (6 months) should
always attract close attention, and the concerned area might require additional scrutiny. This is
particularly important regarding the SMC of a ship (and associated copy of the company DOC)
where such a situation could indicate shortcomings in the implementation of the safety
management system (especially if such certificates have been ‘extended’).
Caution should also be exercised with respect to exemption certificates that might require
additional investigation to satisfy the required standards of DPE.

SECTION 2: VESSEL DETAILS & GENERAL CONDITION
A. SHIP PARTICULARS
Vessel Name:
Former Name(s):
Nationality: Port of Registry:
Official Number: IMO Number:
Call Sign: Ship Type:
Owner:
Operator incl IMO ID
Number:
Year Built: Place of Build:
L.O.A: L.B.P.:
Beam: Depth:
Draft : Summer Operating:
: Transit Freeboard (S):
GRT: NRT:
Displacement (S): DWT (S):
Main engines – type:
No. of rudders – type:
Maximum speed: Cons IFO/MDO:
Economical speed: Cons IFO/MDO:
Thrusters, Type – bow: Thruster HP:
- stern: Thruster HP:
Bunker Capacity IFO: MDO:
Fresh Water (Potable):
Classification Society: Class Notation:
Last Dry-dock:
Conditions of Class:
Duties of Vessel:
Vessels Berth:
Additional Comments:

B. LOAD LINE INSPECTION Y/N Remarks

Is the vessel correctly marked – load line, draft marks,
name, IMO number & Port of Registry?
Draft F
Draft A
Are air-pipes and vents etc. in good order?
Is the vessel access arrangement adequate?
Are hatches, ports and deck openings watertight?
Are doors, deadlights and other miscellaneous
openings in good order?
ER/Machinery/cargo space bilge pumping in apparent
good order and spaces dry?
C. HULL CONDITION INSPECTION Grade* Remarks
What is the general condition of the hull overside?
Is any major hull damage noticeable?
What is the general condition of the decks?
Is any major deck damage noticeable?
What is the general condition of the topsides?
Is any major topside damage noticeable?
What is the general condition of deck machinery?
Any other areas of major damage/defects?
Condition of hull coating/anti- fouling?
* ‘Good’, ‘Sat’, ‘Poor’

SECTION 3: CREW CERTIFICATION
A. DECK OFFICERS
MINIMUM MANNING REQ: TOTAL ON BOARD:
Rank Name STCW Class Issuing Date of Serial Date for
Reg. Country Issue Number Revalid’n
Master
Ex Master
Ch. Off.
Ex Ch Off
Deck Off.
Deck Off.
B. ENGINEER OFFICERS
MINIMUM SAFE MANNING REQ: TOTAL ON BOARD:
Rank Name STCW Class Issuing Date of Serial Date for
Reg. Country Issue Number Revalid’n
Ch. Eng.
Ex. Chief
2nd Eng.
Ex 2nd
Eng. Off.
Eng. Off.
C. GMDSS OPERATORS
MINIMUM SAFE MANNING REQ: TOTAL ON BOARD:
Rank Name Issuing Country Date of Issue Serial Type of
Number Qualification

D. VESSEL SPECIFIC CREW (DP/Tanker Endorsement etc.)

MINIMUM MANNING REQ: TOTAL ON BOARD:
Rank Name Class Issuing Date of Serial Log Book Logged
Country Issue Number Hours
Master
SDPO
SDPO
DPO
DPO
E. RATINGS (Deck & Engine Room)

MINIMUM MANNING: TOTAL ON BOARD:
Rank Name STCW Type Cert. Issuing Date of Issue Serial
Reg Country Number
F. MEDICAL CERTIFICATES
Confirm/spot-check all crew have valid certs: Y/N

SECTION 4: BRIDGE/COMMAND/COMMUNICATIONS
A. BRIDGE AND NAVIGATION EQUIPMENT Remarks

Echo sounder (include spare rolls)?
Satnav (GPS or DGPS)?
Are radar’s operational (give type/model)
1–
2–
3–
Are radar plotting facilities adequate?
AIS (Type, linked to Radars?)
Are gyro(s) and repeaters correctly aligned & OK?
Is magnetic compass adjusted & clearly visible at
steering position?
Gyro & compass errors records kept?
Is steering operational?
Hand:
Auto:
Tiller:
Are rudder angle indicators operational?
Are steering gear changeover instructions posted?
(including emergency changeover procedures)
Are ER telegraphs/controls operational, including
pitch and/or rpm indication?
Are thruster controls operational, including pitch and
power setting indicators?
Course recorder operational and in use?
Appropriate. equipment operating manuals
available?
Binoculars, sextant, chronometer available?
B. CHARTS, PUBLICATIONS AND DATA Remarks

Are duties of watch-keepers clearly defined?
Are bridge standing orders issued to OOW,
including standing orders & a night order book?
Are appropriate charts on board?

Are charts in use corrected up-to-date?

Is a chart correction log maintained?
Latest N to M onboard?
Are appropriate nautical publications on board?
Are nautical publications corrected & up-to-date?
Have approved passage plans been issued and
signed by the current Master?
Are relevant Flag circulars kept on board? ‘Soft’ copies acceptable
Are vessel manoeuvring data/characteristics posted
on bridge?
File of Nav. Warnings & T & P notices maintained?
Are bridge check lists used (including pre-sailing,
arrival, pilot interchange etc.)?
Are the required publications as per the ISM manual
onboard? (SOLAS, MARPOL, FFA, LSA, STCW 95,
Medical Book, COSWP, MSDS, IMDG’s).
C. BRIDGE SIGNALS, LIGHTS & COMM’S Remarks

Are internal communications systems (including
backup systems) operational?
Does the vessel have a PA system to all public
areas?
Are navigation lights and shapes in order (including
spare lamps)?
Is Aldis/signalling lamp operational (including battery
power, mains and spare lamps)?
Set of signal flags?
International Code of Signals publication?

D. BRIDGE/GMDSS EQUIPMENT Remarks

Is a Navtex receiver fitted, operational & in use?
Are EPIRBS in position, with battery & unit/HRU in
date?
Are SART beacons in place and in date?
Are portable VHF SOLAS radios (3) available with
spare batteries?
Weather facsimile fitted and in use?
E. RADIO STATION/GMDSS:- Remarks

Does main and backup equipment correspond to
radio or GMDSS certificate?
Is all equipment operational (spot check)?
Are equipment operating instructions and
maintenance manuals carried?
Auto alarm(s) operational (2182kHz)?
Satcom system, type(s)?
Auto alarm(s) operational (2182kHz)?
Satcom system, type(s)?
Emergency radio batteries – condition?
Appropriate publications carried, & up to date?
Is a radio/GMDSS log maintained?
GMDSS availability and redundancy, e.g. onboard
maintenance contract, duplication of equipment etc.?
Specify GMDSS operational area:

SECTION 5: LIFE SAVING & FIRE FIGHTING ARRANGEMENTS
A. LIFEBOATS Remarks
Note Condition
Total Number
Are Number, retro tape, name, capacity, dimensions
correctly marked?
Winch brakes properly maintained? Records to be sighted
Davits properly maintained? Records to be sighted
Falls properly maintained? Records to be sighted
Disengaging gear properly maintained? Records to be sighted
Engines properly maintained? Records to be sighted
Launching instructions posted & in appropriate
language?
Are portable VHF Radios available?
Muster stations clearly marked and well lit?
Lifejacket stowages adjacent to boat stations?
Emergency overside lighting in working order?
Boat access and Launch Arrangement clear?
B. LIFERAFTS Remarks
Total number
Service dates in order for rafts?
Access & launch area clear and free of obstruction?
Launching instruction posted?
Are hydrostatic releases fitted?
Are releases correctly fitted?
Expiry Date of Hydrostatic releases

C. LIFEJACKETS Remarks
Sufficient number?
Distribution?
Marked correctly?
Approved pattern?
Lights & whistles?
Condition?
D. LIFEBUOYS Remarks
In correct locations according to LSA plan?
Condition, including retro-reflective tape & markings
Man overboard light/smoke floats – expiry date
Are self-activating lights in date?
Lines attached, neatly coiled and ready for use?
E. FRC Remarks
Condition of Boat?
Trained crew?
Certified capacity?
Are Instructions Posted?
Fittings and retro’ tape?
Lights fitted and in date?
Launching arrangement satisfactory?
Approved type SOLAS

F. PYROTECHNICS Remarks
Correct/approved types?
Suitable stowage?
Are correct quantities carried?
Expiry dates checked and applicable?
Approved line-throwing apparatus carried & in date?
G. MUSTER LISTS ETC Remarks
Emergency muster list posted in app. locations?
Do these include individual’s duties?
Are they up to date, appropriate for current crew/
manning and signed by master and dated?
Are muster stations clearly marked, well lit & clear of
obstruction?
Is the muster ‘tally’ adequate?
SOLAS No.1 poster displayed?
Are SOLAS emergency equipment manuals placed in
public spaces?
Watch & Station Bill displayed and understood?
Are security duties posted?
H. EEBD SETS Remarks

Are their locations clearly marked?
Type & number of escape sets?
Are crew properly trained in EEBD use? Ask random questions
Are Air Bottles (if applicable) charged/in date?

I. FIRE FIGHTING ARRANGEMENTS Remarks

Are fire plans posted in alleyway & available at vessel
gangway/access with clear markings?
Are fire teams clearly designated in Watch & Station
Bill?
Do personnel have assigned tasks?
Are records of FFA inspections & maintenance kept?
Are Fire/Emergency drills regularly carried out?
Is the training manual available & up to date?
Are fire lines, hydrants, nozzles & isolation valves in
apparent good order & regularly tested?
Good understanding of FFA use among crew? Ask random questions
Galley arrangements satisfactory?
Maintenance routines in place for grease traps?
Are nozzles & hoses in good order?
Are fire pumps operational?
Is fire main pressure satisfactory?
If foam carried, are stocks maintained above
minimum?
For operational helidecks, are arrangements
approved?
J. FIRE DETECTION Remarks

Areas covered & type(s)?
Are regular tests carried out?
Is system in operation & have a means to indicate
active/isolated zones?
Is system fully operational?
Are instructions for use posted?
Are spares & maintenance instructions carried?

K. FIRE EXTINGUISHERS Remarks

Do they appear in good order with type/use clearly
indicated?
Is colour code promulgated and understood? Ask random questions
Are operating instructions clearly marked & in
appropriate language?
Competent company inspects/maintains? Records to be sighted
Are appropriate spares for all extinguishers carried?

L. FIREMANS’ OUTFIT/BA SETS Remarks

Fire suits & equipment in good order?
All equipment in place?
BA sets in good order, fully charged ready for use?
Sufficient number of bottles?
BA bottle last pressure tested?
Competent company inspects/maintains? Records to be sighted
Is SCABA compressor approved & suitably sited? If applicable
Is equipment positioned as per fire plan, locations

clearly marked and accessible?

M. DAMPERS & FLAPS Remarks

Are dampers/flaps/vents/doors free to operate,
marked and accessible?
Dampers marked showing extent of movement?
Is there a list of fire flaps available?
Are duties for closing vents specified in muster list?
N. ESCAPE ROUTES Remarks

Are escape routes clearly marked by approved signs
& 300mm from deck level (SOLAS requirement)?
Are escape routes clearly lit?
Are escape routes unobstructed?
Are exit doors/hatches free to open and well marked?
Are escape plans posted in accommodation?
Confirm no escape routes compromised by any
onboard security measures
For security emergencies, is there a procedure in
place to first check escape routes and muster points
for devices?
O. WATERTIGHT INTEGRITY Remarks

Does the vessel have effective watertight integrity Ref: 2.9.4 in DPE Marine Procedures
provisions implemented onboard?
Where doors & hatches are required to be kept
closed at sea, are these clearly marked?
Are personnel given training in the use of watertight
doors?

SECTION 6: SAFETY, SECURITY & ENVIRONMENTAL MANAGEMENT SYSTEMS
A. COMPANY & SHIP ORGANISATION Remarks

Have names & contact details of vessel Operator’s
DPA, CSO and Safety Manager been provided to the Ref: 2.8.3 & 2.9.1 in DPE Marine
Logistics Marine Superintendent (as applicable)? Procedures
Does vessel Operator Safety Policy define safety
management responsibilities?
Does vessel Operator DPA visit vessel regularly?
Has an uncontrolled copy of the Operator’s SMS Ref: 2.9.1 in DPE Marine Procedures
procedures been provided to the Logistics Marine
Does the SMS Manual appear up-to-date & signed by
key personnel?
Is the SMS manual stamped by Flag or appointed
RO?
Does the SMS Manual contain procedures for all
shipboard activities?
Are procedures tested by drills & exercises? Records to be sighted
Are the interface requirements with the client
described & understood?
How is control of SMS maintained & procedures
updated?
Is the emergency contact list up to date?
How is personnel certification and training updated?
Is operator training for cranes, other major equipment, Records to be sighted
machinery & appliances, properly managed?
Are records of certification and training kept? Records to be sighted
Is a proper system implemented onboard for the regular Records to be sighted
inspection of safety equipment such as harnesses?
Is planned maintenance of the vessel correctly Records to be sighted

implemented?
Is planned maintenance of safety & critical equipment Records to be sighted
properly specified & conducted?
Who is responsible for onboard safety?
What training has been given for this position?
When was the last ISM external audit conducted?
By whom? Is a copy available?
When was the last internal audit of the SMS
conducted?
By whom? Is a copy available? Records to be sighted

When was the last external ISPS audit carried out?

By whom? (no copy need be shown – ship
confidential)
When was the last internal security audit carried out?
By whom? (no copy need be shown – ship
confidential)
Does the vessel conduct security exercises? Records to be sighted
Who is the Ship Security Officer (SSO)?
Has incumbent completed a course that has been Certificate to be sighted
recognised by the Flag Administration of the vessel?
Has the SSO made contact with DPE PFSO regarding Ref: 2.8.6 in DPE Marine Procedures
security issues?
Are safety & security inductions carried out & Records to be sighted
recorded?
Does the vessel carry out security-related risk Records to be sighted
assessments?
Does the vessel carry out environmental-related risk Records to be sighted
assessments?
Does the vessel Operator attach importance on par
with safety, regarding protection of the environment?
Has the vessel been briefed regarding DPE Ref: 2.9.8.3 in DPE Marine Procedures
compliance with the Environmental Standard ISO
14001?
Are all crew aware of DPE requirements for proactive Ref: 2.9.7.9 in DPE Marine Procedures
behaviour in areas of ‘line of fire’ – i.e. common sense
approach for individuals not to remain/enter into areas
of risk when hazardous operations are taking place?
Are there any Safety Videos/ DVDs onboard?
Has the vessel been provided with current DPE Ref: 2.8.2 in DPE Marine Procedures
Safety Alerts, Port Captain’s Standing Instructions
plus any other relevant DPE directives?
For management of SIMOPS concerning operations Ref: 2.4 in DPE Marine Procedures
to be conducted by this vessel, is any requirement
envisaged for bridging documentation?

B. ‘NON-SOLAS’ VESSELS Remarks

Has the Ship Operator issued operating Ref: 2.9.1 in DPE Marine Procedures
procedures/SMS for the non-SOLAS vessel?
Do these include an emergency procedure plan?
Is this plan vessel or project specific?
Have these procedures been tested by exercise and Records to be sighted
records kept?
Is the emergency contact list up to date?
Do the non-SOLAS vessel’s onboard arrangements Ref: 2.9.2 in DPE Marine Procedures
for life-saving appliances, firefighting equipment &
systems comply with DPE requirements?
Are any specific safety equipment enhancements Ref: 2.9.2 in DPE Marine Procedures
required for this vessel for duration of hire under
DPE?
Has a statement (issued by an IACS Class) listing Ref: 2.9.2 in DPE Marine Procedures
onboard safety equipment been provided?
Has the Master been briefed regarding DPE security Ref: 2.8.6 in DPE Marine Procedures
requirements in line with the ISPS Code?
Are any specific security enhancements required for Ref: 2.8.6 in DPE Marine Procedures
this vessel for duration of hire under DPE?
C. PERMIT TO WORK Remarks
Permit to work system in operation in accordance with Ref: 2.9.1 in DPE Marine Procedures
SMS procedures?
Does the ship carry out risk assessments as part of Ref: 2.9.1 in DPE Marine Procedures
its permit to work procedures?
Have forms been completed correctly?
Are instructions displayed on bridge?
Are work permits filed on the bridge?
Are ‘high-risk” activities such as enclosed space entry,
overside work and requirements for isolation covered
by additional certification?
Has the vessel implemented a site inspection policy
for particular tasks such as hot work?
Has the vessel been briefed concerning DPE
requirements concerning certain onboard activities
such as hot work that may take place within the control Ref: 2.10.15 in DPE Marine Procedures
zone of an offshore installation or while alongside at
JAOSB?

D. SAFETY MEETINGS & REPORTING Remarks

Are safety meetings regularly held?
Are meetings posted/promulgated around vessel?
Are minutes copied to the Ship Operator onshore? Records to be sighted
Is a system properly implemented onboard to report Records to be sighted
accidents, incidents and near misses to the Ship
Operator (DPA) & records kept?
Are non-conformities properly reported & recorded? Records to be sighted
Is a viable ‘close-out’ procedure in place? Records to be sighted
Is the vessel in compliance with DPE policy on the
reporting of accidents, incidents, near miss situations
and also notifiable diseases?
Are Master & officers aware of accident
investigation procedure?
Are accident reports being filed?
Have any major non-conformities been raised for Records to be sighted
major accidents? If so, details to be taken.
E. RECORDS & DOCUMENTATION Remarks

Are vessel-specific operation manuals (DP, SOPEP,
SMPEP, loading/discharge, cargo securing and Documents to be sighted
stability book etc.) available?
Are these manuals approved by Flag State/Class
where appropriate?
Are bridge and engine room logs in order? Documents to be sighted
Are company procedures and standing instructions
available and issued/maintained as controlled Documents to be sighted
documents?
Are they signed to indicate as having been read by
the appropriate officers/personnel?
Do the Master & C/E complete handover notes? Records to be sighted

SECTION 7: SAFE VESSEL OPERATIONS & ENVIRONMENTAL PROTECTION
A. WORKPLACE SAFETY - GENERAL Remarks

Are hard hats, boots, coveralls and other relevant
PPE provided by the vessel Operator?
Is this PPE, and other job-specific-equipment such as
chemical suits etc. in good condition?
Is eye & ear protection available at appropriate
locations?
Are sufficient and appropriate warning signs posted?
Are safety posters available such as treatment of
electric shock, entry into enclosed spaces etc?
Are first aid kits available at appropriate locations?
Are emergency eye wash stations provided at
appropriate locations, with instructions available?
Is the vessel compliant with DPE policy on control of
substances hazardous to health?
Have the crew been given appropriate operational Records to be sighted
training for all aspects of their duties while under
DEPE jurisdiction?
Are toolbox talks conducted? Records to be sighted
Are safe work systems in evidence?
Is all work conducted on the vessel covered by a Records to be sighted
generic risk assessment methodology?
Does the vessel complete ‘STOP’ cards? Records to be sighted
Are working hours posted and signed by current Ref: 2.9.7.9 in DPE Marine Procedures
Master and records kept? (ILO and STCW Records to be sighted
requirement).
B. WORKPLACE SAFETY – MACHINERY AREAS Remarks

Are all areas clean, tidy & well lit with safety notices
displayed?
Are safety signs appropriate to specific equipment
posted?
Are protective viewing shields fitted to grinders, drills,
lathes etc?
Are emergency stops fitted on grinders, drills and
lathes & are they operational?

Are moving parts of all machinery adequately guarded?

Are appropriate hazard signs posted outside spaces
(such as ear protection sign for E.R.)?
Are Bilges clean and dry?
C. EMERGENCY POWER & LIGHTING Remarks
Is emergency generator operational (include starting
system(s) & full fuel tank)?
Are emergency batteries in good order and fully charged
(including charging system)?
Is emergency lighting operational?
Are other emergency systems functional (e.g. alarms,
navigation lights etc. – outline if required)?
Are systems regularly maintained, tested and results
recorded?
D. SLIDING WATERTIGHTDOORS Remarks
Are all power/sliding doors operational?
Where doors are required to be kept closed at sea, are
these clearly marked on the door and on the central control
panel (e.g. bridge)?
Are local operating instructions clearly posted?
Are local controls operational (including audible and
visual warning devices) where fitted?
Where fitted, are remote emergency opening &
closing arrangements clearly marked, have
instructions posted and fully operational?
Is the central/remote operating station/panel
operational (including indicator lamps)?
E. MAJOR HATCHES & DECK OPENINGS Remarks
Are hatch covers and securing arrangements in good
order?
Are hatches/main opening appliances operational?
Are sealing gaskets and rubbers in good order and do
hatches appear watertight?
Are drain channels clear and functional?
F. LIFTING EQUIPMENT Remarks
Are all cranes & lifting appliances clearly marked with Ref: 4.2.13 in DPE Marine Procedures
SWL?
Are radius weight curves available to operator? Ref: 4.2.13 in DPE Marine Procedures
Are crane/appliance controls clearly marked?
Are emergency stops operational and clearly
marked/accessible?

Are wires & hooks in good condition?

Are hand signals posted where necessary?
Are cut-outs checked on routine basis, i.e. by PM
system?
Is chain register correctly filled out and valid?
Date last annual survey
Date last quadrennial survey
Are test certificates in order?
Lifting beams, chain blocks etc. marked with SWL?
Colour coding system for lifting gear in place?
Are slings shackles etc. covered by valid certificates?
G. CARGO & MACHINERY Remarks
Are all items of main, auxiliary and emergency plant
reported to be fully operational and apparent good order?
Briefly outline the level or redundancy for:-
Main propulsion:
Generating equipment:
Steering gear:
Does emergency training and testing include the
emergency generator and steering gear?
Is an engine room log maintained (in pen), up-to- date &
signed by Chief Engineer?
Are Chief Engineer’s standing orders and night orders
properly issued?
Are pre-operation/procedural checklists used?
Are hot surfaces free of possible fuel or hydraulic or lube
oil impingement?
Are switchboards, generators and other electrical
equipment properly protected against water spray?
Are emergency electrical power supplies fully
operational?
In the case of UMS operations - are alarms regularly
tested and results recorded?
Are safe machinery space practices in place and
complied with?
Is the steering gear compartment(s) and equipment in
good order?
Is machinery clean and free from obvious leaks?
Are monitoring and control systems, operational?

H. ENVIRONMENTAL PROTECTION & RESPONSE Remarks

Are the crew fully aware of DPE’s stringent regulations Conduct spot-check
concerning environmental protection at offshore locations
and at JAOSB?
Are the crew fully aware of ‘special area status of the Conduct spot-check
Arabian Gulf under MARPOL?
Are pollution exercises conducted? Records to be sighted
Does SMS give comprehensive procedures for all types Procedure to be checked
of fuel transfer conducted onboard?
Are bunker lines in good order (last pressure test)?
Are bunker piping diagrams and procedures posted
adjacent to bunker stations?
Are drip trays placed under bunker manifolds?
Are manifolds blanked when not in use?
Are save-alls fitted around fuel tank vents?
Is machinery free of oil & major water leaks?
Is the OWS operational, regularly tested and with
instructions posted?
ER bilge/OWS overboard discharge valve clearly marked
and locked?
Is OWS used only in strict accordance with MARPOL?
Is the oil record book up-to-date & correctly maintained Oil record book to be inspected
(part 1 for all ships, part 1 & 2 for tankers)?
Check date sludge was last landed and receipt obtained? Records to be sighted
Is the time interval between landings appropriate?
Is the SOPEP locker fully stocked & complete in Refer to SOPEP manual
accordance with the SOPEP manual? Ref: 2.9.8.5 in DPE Marine Procedures
Is the SOPEP manual approved & up-to-date? Refer to SOPEP manual
Is the SMPEP manual approved & up to date? (vessels Ref: 2.9.8.6 in DPE Marine Procedures
that carry noxious liquids in bulk) Records to be sighted
Is a garbage record book onboard and properly Ref: 2.9.8.2 in DPE Marine Procedures
completed with receipts for landed garbage?
Is garbage segregation practiced in accordance with DPE Ref: 2.9.8.2 in DPE Marine Procedures
“Waste Management Guidelines”?
Are garbage disposal placards displayed?
Is garbage processing equipment operational and in use?

SECTION 8: HEALTH, WELFARE & HYGIENE
A. GENERAL REQUIREMENTS Remarks

Is a copy of the WHO ‘Guide to Ship Sanitation’ Ref: 2.9.6.3 in DPE Marine Procedures
carried onboard?
Does the Master conduct regular hygiene
inspections?
Is noise controlled onboard? Ref: 2.9.6.3 in DPE Marine Procedures
Are the crew fully aware of DPE prohibited items and Ref: 2.9.7.1 in DPE Marine Procedures
is the latest list promulgated on the ship’s main
notice board?
Are the crew fully aware of the DPE ‘Smoking Ref: 2.9.7.4 in DPE Marine Procedures
Policy’ and is it promulgated on the ship’s main
notice board?
Are the crew fully aware of the DPE ‘Substance Ref: 2.9.7.1 in DPE Marine Procedures
Abuse Policy’ and is it promulgated on the ship’s
main notice board?
Are the crew fully aware of DPE requirements Ref: 2.9.7.3 in DPE Marine Procedures
regarding prescription medication?
B. LIVING AREAS & SPACES Remarks*

Number of berths each for crew & contractors?
General standard of decoration & lighting?
Is air-conditioning satisfactory?
General standard of furnishings & fittings?
Crew spaces clear of ship’s store and equipment?
Escape & access arrangements clear & marked?
General standard of cleanliness?
General standard of sanitary spaces & fittings?
Recreation spaces & equipment?
Is accommodation marked as a “Restricted Area”
(ISPS requirement)?
*Where applicable, grade as ‘good’ ‘sat’ or ‘poor’

C. GALLEY Remarks
Is galley clean and free of grease & accumulated
rubbish?
Are galley uptakes clean (incl. fire protection
marked and in order)?
Is a ‘no smoking’ policy observed?
Are galley/mess personnel suitably attired (with
hair protection, coveralls and footwear)?
What is general standard of equipment and
fittings?
Is the deck ‘non slip’ & are scuppers clear?
Are fire-fighting appliances adequate, of suitable
type and properly located?
Are arrangements for securing in rough weather
adequate?
Are food handling, preparation and storage practices
adhered to (including. separating cooked/uncooked
meats etc)?
Is standard of equipment & fittings adequate?
Are fridge and freezer temperatures within
prescribed limits and alarms operational?
Is garbage management plan understood by all
personnel?
D. HOSPITAL/SICKBAY Remarks
Who acts as ‘Medic’ (has he/she adequate training)?
Are the hospital/dispensary facilities suitable for the
vessel and solely used for this purpose?
Is stretcher access easily possible with no
obstructions to each door (if more than one)?
Are there procedures for receiving specialist medical
advice (e.g. by satcom)?
Date and place of last medical locker inspection/issue
of certificate?
Are relevant medical publications carried?
Are medical stores sufficient for current POB?

Are dangerous/controlled drugs kept locked and a

drugs’ register maintained?
Are medical logs & records maintained?
Are records kept of individuals’ prescription Ref: 2.9.7.3 in DPE Marine Procedures
medication?
E. POTABLE WATER Remarks

Are the Master and Chief Engineer conversant with
the requirements of WHO ‘Guide to Ship Sanitation’ Ref: 2.9.6.4 in DPE Marine Procedures
regarding mandatory standards for potable water?
If the vessel shall supply potable water to offshore
installations, is a latest copy of MSF ‘Guidelines for Ref: 2.9.6.4 in DPE Marine Procedures
Carriage of Potable Water for Supply to Offshore
Locations’ onboard and is the vessel compliant?
Is the onboard maintenance routine for potable water Ref: 2.9.6.5 in DPE Marine Procedures
tanks, pipes, pumps and hoses compliant?
Are dedicated hoses used?
When were tanks last inspected/cleaned/coated?
Results of tank inspections recorded?
Is the potable water system’s ‘self-containment’ Ref: 2.9.6.4 in DPE Marine Procedures
protected by locked cross-connections, if any?
Is there a system for regular sampling and analysis
in place and are records maintained?
Are water loading and 'handling' facilities adequate?
Are any accessible areas around potable water tanks
and the vicinity of loading/discharge valves
considered as ‘Restricted Areas’? (ISPS requirement)
Are potable water loading and discharge valves

(also fuel) locked when not in use? (ISPS
requirement)

SECTION 9: TOWING, MOORING & LIFTING EQUIPMENT
A. TOW & WORK WINCHES

Bollard Pull – Maximum BP – Continuous
Bollard pull Cert. – Date Issuing Authority
Tow winch (Main) – Type No. Drums/rating
Tow winch (Sec’) - Type No. Drums/rating
Winch Certificate Issuing Authority
Quick release (bridge) Local
Length monitoring (Main) Tension
monitoring
Length monitoring (sec’) Tension
monitoring
Bridge controls Local control
B. WIRES
Main Tow Spare Work Wire Work Wire Towing Towing Main
Wire Tow wire Pennant Pennant Stretcher
Length
Diameter
Tensile
Strength
Break load
Hard eyes
Cert. By
Cert. Date
Condition
LxBL/C.BP - - - - -
BL/ContBP - - - - -
Length Tugger Tugger Spare Spare Spare Spare Towing
Wire 1 Wire 2 Tugger Wire Crane Wire Wire 1 Wire 2 Chain
Diameter
Tensile
Strength
Break load
Hard eyes
Cert. By
Cert. Date
Condition
LxBL/C.BP - - - - -
BL/ContBP - - - - -

EQUIPMENT CAPACITY/ REMARKS/ CERT NO.

SPECIFICATION
Deck Tuggers
Deck Crane (1)
Deck Crane (2)
Towing Pins
Karm Forks/Wire Stopper
Sharks Jaw
Stern Roller
Cable Lifters
Chain Locker Capacity
Towing Fairlead
Gog eye/Winch/Line
Chain Chaser
J Hook
Grapple
Stern & Towpost condition
‘A’ Frame
CRANES Y/N REMARKS
Stores Crane
Deck Load (te)
Deck Area (m²)
Free Deck Height (m to crane boom when in rest)
Mooring Equipment
Anchor winches type (are certificates in order?)
Forward moorings (number of units)
Aft moorings (number of units)
General condition of winches and spooling gear?
Anchor type and weight(s) incl. certificates?
Chain or wire incl. size/length and MBL
Chain/wire certificates in order?
Are tension meters fitted and operational?
Last calibration of meters (incl. certificates)?
Are the chain locker doors padlocked?
MAIN GEAR CONDITION REMARKS
Smit brackets fitted Yes/No
Bridle type Chain/Wire/Composite
Dist’ tow bracket fm centreline

Are brackets over strong points Yes/No

Condition of tow brackets Good/Fair/Poor
Tow bracket MBL/SWL/PL
Tow bracket pin condition Good/Fair/Poor
Locking pin fitted to bracket Yes/No
Connection of bridle to bracket Shackle/End Link/Both
Connection dimensions/SWL
Bridle size/MBL
Bridle condition Good/Fair/Poor
Fairlead Capped/Uncapped/None
Fairlead strength adequate? Yes/No
Fairlead condition Good/Fair/Poor
Delta plate fitted Yes/No
Delta plate condition Good/Fair/Poor
Delta plate dimensions/MBL
Delta plate shackle MBL/SWL
Shackle condition - port Good/Fair/Poor
- starboard Good/Fair/Poor
Pennant fitted Yes/No
Pennant condition Good/Fair/Poor
Pennant diameter/MBL
Penn’ shackle SWL (delta
apex)
Delta plate recovery wire
Recovery wire condition Good/Fair/Poor
Recovery wire diameter
Recovery wire shackle/SWL
A- Frame fitted? Yes/No
A-Frame condition Good/Fair/Poor
Recovery winch - type Hand/Powered
Recovery winch condition Good/Fair/Poor
Recovery wire spool
Recovery winch engine
descrip.
Recovery winch eng. condition Good/Fair/Poor
EMERGENCY GEAR Condition REMARKS
Smit bracket fitted Yes/No
Dist’ tow bracket fm centreline
Is bracket over strong point Yes/No

Condition of towing bracket Good/Fair/Poor

Tow bracket MBL/SWL/PL
Tow bracket pin condition Good/Fair/Poor
Locking pin fitted to bracket Yes/No
Connection dimensions/SWL
Fairlead Capped/Uncapped/None
Fairlead strength adequate Yes/No
Fairlead condition Good/Fair/Poor
Chafe chain fitted Yes/No
How is chafe chain connected Shackle/End Link/Both
Chafe Chain Cert. Number
Condition of chafe chain Good/Fair/Poor
Chafe chain/tow wire shack.
SWL
Emerg. tow wire diameter/MBL
Emerg’cy tow wire condition Good/Fair/Poor
Emergency tow wire length
Wire correctly led down side Yes/No
Adequate securing lugs/soft Yes/No
lash
Chafe wire fitted Yes/No
Chafe wire diameter
Chafe wire length
Float line attached & ready Yes/No
Float line condition Good/Fair/Poor
Float buoy attached Yes/No
Buoy condition Good/Fair/Poor
Any Concluding Comments:
Date: Auditor’s Name/Signature: Master’s Name/Signature:

VESSEL QUARTERLY CHECKLIST
To be completed every 3 months in accordance with instructions from the Logistics Marine Superintendent.
ITEM COMMENTS
Ensure close-out of previous Audit Report/

Quarterly Inspection – non-conformities,
observations & recommendations.
Ensure that senior officers are aware of all
current DPE policies and that information
required by DPE is being maintained.
Ensure that information to be fully promulgated
is posted on ship’s notice board.
Ensure that all crew are aware of DPE’s current
Safety Flashes.
Examine SMS System to ensure that it is being
maintained, i.e. Current non-conformities, recent
accidents/incidents/near misses, PTW, etc.
Interview senior officers about their roles and
responsibilities. Spot-check junior crew
regarding ship’s SMS, DPA etc.
Examine/discuss ‘stop’ card records.
Ensure that ISPS Code is being continuously
implemented.
Ensure that written night orders are being made
by Master & Chief Engineer.
Ensure that the Masters and Chief Engineers
are writing handovers.
Spot-check drill records.
Spot-check individual crew members regarding
onboard morale.
Spot-check log books – i.e. Ship’s Log, Oil
Record Book, Garbage Record, etc.
Ensure vessel is complying with the Minimum
Safe Manning Certificate.
Ensure that Passage Planning is being
undertaken and that the proper records are
being kept i.e. Chart corrections, T & P notices.
Ensure that all ship certification is currently
valid and also make note of any certificates that
are due to expire while the vessel is expected
to be on-hire to DPE.

Conduct inspection to check proper

housekeeping is being maintained and that all
emergency exits, weather and watertight doors
are clear. Walk around the vessel noting
condition of lifesaving equipment, seaworthiness
of the vessel – i.e. any openings that should be
closed, evidence of ingress of water – i.e.
steering gear etc.
Ensure that environmental standards are being
maintained in accordance with international,
Flag and DPE requirements.
Spot-check ‘time-expiring’ life-saving
equipment, also make a note of any items that
are due to expire while the vessel is expected
to be on-hire to DPE – i.e. pyrotechnics, life
rafts, lifejacket lights, EPIRB, HRU’s etc.
Ensure that the vessel has sufficient lashings,
pennants, shackles etc. and these are
certificated/ correct colour code etc. Check that
the creware aware of crane signals, and correct
handling practices.
Discuss with the Chief Engineer any defects &
outstanding stores that are required by the
vessel.
Inspect documentation to ensure that regular
FW tank, chlorination is taking place in
accordance with latest guidance (WHO ‘Guide
to Ship Sanitation’, ‘MSF Guidelines for
carriage of Water for Supply to Offshore
Locations’.
Conduct Performance Standard test on
vessel’s radar – minimum requirement is that
one radar shall meet this standard:
1. Radar system shall detect vessels
within 45 minutes TCPA and within 1 Yes/No
NM CPA of the installation;
2. AIS to be maintained in an operational Yes/No
state and to be monitored at all times.
These criteria shall be successfully
demonstrated by the detection of vessels,
installations or land-based contacts at a
distance of 12NM. The Performance Standard Performance Standard met? Yes/No
shall not be met if either or both not satisfied.

Conduct Performance Standard test on

vessel’s VHF radio – minimum requirement is
that one VHF set shall meet this standard:
1. Vessel’s VHF shall be capable of 2-
Yes/No
way communication with the
installation & other vessels;
2. Vessel’s VHF shall have a minimum
range of 12 NM. Yes/No
The Performance Standard shall not be met if
either or both not satisfied. Performance Standard met? Yes/No
For Dive Support Vessels & Marine
Maintenance Vessels only…..
Conduct Performance Standard test – verify
rescue facilities as follows:
1. Verify rescue boat is seaworthy and
equipped in accordance with SOLAS Yes/No
and any specific Flag requirements;
2. Verify engine is functional and Yes/No
serviced;
3. Launch facilities to be tested to ensure Yes/No
safe method of deployment and
recovery;
4. Verify lifebuoy and line available. Any
additional manual recovery devices to Yes/No
be noted;
5. Verify scramble net available; Yes/No
The Performance Standard shall not be met if
any of above not satisfied. Performance Standard met? Yes/No
Name of Master: Name of Chief Officer: Name of Chief Engineer:
Date: Name/Signature of Inspector(s): Master’s Signature:

VESSEL HYGIENE INSPECTION REPORT
DATE: VESSEL: LOCATION:
Item Observation Discrepancy

Good Sat Poor
MESS ROOM(S)
CLEANLINESS
REPAIR
GALLEY
DECKHEADS/BULKHE
ADS
DECKS
COOKERS
FRIERS
OVENS
CANOPIES
WORKTOPS
REFRIGERATORS
DEEP FREEZERS
DISH WASHER
SINKS
UNTENSILS
COLD STORE
DRY STORE
OUTSIDE STORE
‘SERVERY’
ACCOMMODATION
CLEANLINESS
REPAIR
LAUNDRY
CLEANLINESS
REPAIR
EXTERNAL AREAS
CLEANLINESS
REPAIR
Signed Name(s)

FATEH & JAOSB COMMUNICATIONS ARRANGEMENTS
See Section 2.9.15 of Marine Procedures
500 METRE ZONE SAFETY CHECKLIST
The Master of any vessel approaching any fixed structure within DP Oilfields
is required to ensure that this checklist is fulfilled prior to approach.
The checklist must be completed prior to entering within a 500 metre range
of any fixed structures and verbal confirmation of such transmitted by VHF
to the Radio Room, in the form of “Checklist Completed Satisfactorily”
If any deficiencies are noted or any other abnormalities, not contained within
this checklist are found, details of such must be relayed to the radio room
and no approach made until permission has been granted.
 Master is familiar with the layout of the structure and boat landings etc.
 Anchors heaved home and Lashed secure.
 Up to date navigation charts are onboard
 Engine / steering transfer switches tested and operational.
 Main engines tested for ahead and astern propulsion.
 Bow and stern thrusters tested and operational.
 Auxiliary generator on stand-by and available immediately in the event of a
black out.
 Communications between deck and bridge working satisfactorily.
 Assessment made of prevailing wind speed/direction and current direction
and rate.
 Radar scanner switched to “stand-by” on close approach and alongside
the platform or “Al Wasel”.
 All deck personnel available and wearing adequate PPE.
 Suitable moorings available as necessary.
 Entry into log book stating “Checklist Completed Satisfactorily”.
 AIS functioning.
Proceed only when permission has been granted

FATEH & JAOSB COMMUNICATIONS ARRANGEMENTS
FATEH FIELD OFFSHORE COMMUNICATIONS

Type of Communications Frequency/Number Remarks
VHF Private Channel 1 160.900 MHz Working Channel
VHF Private Channel 2 161.450 MHz Working Channel
VHF Private Channel 3 161.400 MHz Emergency Channel
VHF Private Channel 4 161.500 MHz
VHF Private Channel 5 161.475 MHz
VHF Air 126.400 MHz For Helicopter Operations
VHF Marine Various Standard Marine Channels
MF 441.750 KHz Marine Use
MF 442.025 KHz Alternative Marine Use
MF/HF Various Marine & Air Comms.
Mobile Telephone +971 50 6453825 Fateh ICS
Mobile Telephone +971 50 6453823 Fateh Radio Room
Satellite Telephone +88 216 88840195 Al Thuraya
JAOSB RADIO CHANNELS

VHF Marine Various Standard Marine Channels
VHF Private Channel 1 160.900 MHz Jetty to Vessel Comms.
VHF Private Channel 2 161.450 MHz Jetty to Vessel Comms.
VHF Private Channel 3 161.375 MHz Security Department
VHF Air 126.400 MHz For Helicopter Operations
VHF (US Navy) see note below* VHF Ch.83A To Contact USN Patrol
VHF (US Navy) see note below* VHF Ch.81A Alternative for USN Patrol
Notes:
*At Jebel Ali Port, there may be a requirement to communicate with US Navy (armed) patrols on
these channels, particularly when coalition warships are alongside Quay No.9, since vessels
transiting to JAOSB will pass close to the guarded area. The floating patrol will respond to the
call-sign “US Navy Patrol Boat No…..” or, “Patrol Leader”. The call-sign of the land-based US
Navy Tactical Operations Centre at Jebel Ali Port is “Shamrock” (at the time of this revision of
these procedures). Masters and jetty staff at JAOSB are advised that the US Navy has indicated
that it welcomes exchange of information regarding vessel traffic and shall always respond to
such communications in the interests of both safety and good will.
Available communications at Fateh Radio Room – MF/HF and VHF (marine, ‘air band’ and Dubai
Petroleum ‘private’ channels) plus a microwave telephone system that provides comprehensive
communications between onshore and offshore Company locations. The system is also designed
to interface with radio systems to allow radio communications to be ‘patched in’ to the system.
Available Communications at JAOSB Jetty Office – Main VHF radio – marine channels and Dubai
Petroleum ‘private’ channels and separate ‘air band’ VHF – radio contact with Jebel Ali Port
Control, Fateh Radio Room, Dubai Petroleum Head Office and DP World
Security.

ANALYSIS FORM FOR OIL-CONTAMINATED
CARGOES TRANSPORTED BY OSV
(MSF/UKOOA/British Shipping format)
To be completed & provided to OSV Master prior to commencement of back-loading

Sample Description:
Sample Reference:
OSV:
Offshore Asset:
Producer:
Total number of bbls: Waste Note:
MSDS
Component Names Value Units Method
Available
% volume N/A
% volume N/A
% volume N/A
% volume N/A
% volume N/A
% volume N/A
% volume N/A
% volume N/A
pH: pH Meter
Salinity (Chloride): Mg/l Titration
Flash Point Closed Cup
ºC >60ºC
(Oil Fraction): Flash Point
Base Oil Closed Cup
ºC From MSDS
Flash Point: Flash Point
Other low Flash Point Chemicals: ºC Closed Cup From MSDS

Flash Point
Gas Test (H2S): Mg/l Zero Mg/l
Gas Test (LEL): % Gas Meter <25%
Gas Test (O2): %
Water: % volume Retort
Oil Content: % volume Retort
Solids: % volume Retort
Bulk Spec
S.G. <2.5
ific Gravity:
Appearance:
Odour:

ANALYSIS FORM FOR OIL-CONTAMINATED
CARGOES TRANSPORTED BY OSV
(MSF/UKOOA/British Shipping format)
Notes & Conclusions:
Analyst: (Print name)
Signature:
Date:

CHECK LIST FOR WET BULK BACK LOADS
(Installations, OSV’s & Tank Cleaning Personnel)
Cleaner
Tank
OSV
OIM
Operation
1 Ensure MSDS of components and formulated mixtures are available X X X
If time period between analysis test & back-loading is more than 48 hours,
2 X X
reasons required in analysis documentation
3 Check if dangerous goods documentation is required X X
4 Back-load not to commence without completed documentation of analysis X X

5 Analysis form entirely complete - no boxes marked ‘N/A’ and signed X X X
6 No additions to the back-load cargo after analysis has taken place X X
7 No crude oil contamination in back-load X
8 Flash point significantly higher than 60ºC X X X
9 Base oil flash point noted X X X
10 Flash point of any other low flash chemical entered on analysis form X
11 Lower explosive limits consistent with flash points X X X
12 H2S concentration zero X X X
13 pH within range 4-11 – if outside explanation required X X X
14 Salinity chlorides mg/l - consistent with description X X X
Retort oil/water/solids % volume – consistent with waste consignment note
15 X X X
description % or contents in bbls of components
16 Specific gravity – in expected range of description X X X
17 Note if any chemical heterogeneity and separation expected X X X
18 Waste consignment note and analysis form consistent X X X
19 Information reviewed and results within limits for OSV transportation X
Documentation to OSV Master before commencement of back-loading for
20 X X
explicit agreement that wet bulk waste is safe for transportation
Prior to commencement of back-loading if applicable, Master to check
21 X
compatibility of dirty tanks from previous use
Master to give his explicit permission to installation that back-loading to his
22 X
vessel may commence
On arrival in port, after scrutiny of documentation, analysis test to be
23 X
conducted prior to discharge or tank entry
Check list to be followed according to applicability as indicated by crosses in right columns

LIQUID BULK HAZARD OVERVIEW
See Section 4.2.22.1 of Marine Procedures
Although a material Safety Data Sheet must be in place prior to any operations, this table
summarises the hazards of frequently shipped products. However it is stressed this is a general
summary and not to be used as an itemised check list for the handling of a specific product.
Base Oil
Base oil has a hazard category of harmful. Contact with skin or eyes should be avoided and
breathing vapour, fumes or spray is harmful and will cause lung and respiratory damage.
Hand, eye and skin protection should be in place and an approved respirator worn when
entering a confined space that has contained Base Oil.
Base oil flash point ranges from >65ºC with an auto ignition range of >230ºC and should be
shielded/protected from all ignition sources.
If spillage occurs it must be prevented from polluting environment by using pollution control
equipment e.g. granules, mats, booms etc The Material Safety Data Sheet should always be
consulted.
Oil Based Mud

Oil based mud does not have a hazard category as such but each individual component has a
hazard category. Nausea and headaches can occur if excessive exposure occurs. Contact
with skin or eyes should be avoided and vapour should not be inhaled, fumes or spray. Hand,
eye and skin protection must be in place and an approved respirator utilised.
The flash point of oil based mud is dependent on the base oil used but will be >65ºC and
should be shielded/protected from all ignition sources.
equipment e.g. granules, mats, booms etc. The Material Safety Data Sheet should always be
consulted.
Silicate Liquor
Silicate Liquor is considered to pose limited harm although appropriate PPE should be worn
when in contact with the product. Contact with skin or eyes and inhalation and ingestion should
be avoided. Since the liquid is not flammable there is no danger from ignition sources. The
Material Safety Data Sheet should always be consulted.
Brine (NaCl, KCL, CaCl, CaBr)
Brine in general has a hazard category of Xi – irritant. It is advised to avoid contact with skin
or eyes and do not breathe vapours, fumes or spray. NaCl, KCL, CaCl based Brines are
considered to be of low/medium risk. Calcium Bromide (CaBr) and fluids containing Bromides
are extremely harmful should they make contact with skin or eyes. Appropriate PPE should be
worn at all times when working with Bromide based fluids.
Brine is non-flammable with a non-determined flash point.
equipment e.g. granules, mats, booms etc. The Material Safety Data Sheet should always be
consulted.

LIQUID BULK HAZARD OVERVIEW
Methanol
Methanol is categorised as harmful and must only be carried and delivered in dedicated tanks
and systems.
Exposure, particularly inhalation can cause damage to the central nervous system and
blindness. Ingestion carries high risk of death. Personnel must therefore wear appropriate PPE.
Methanol shall, when carried on deck, only be transported in specialised portable tanks as a sole
deck cargo. The tanks must be secured and in view of its flammable properties, fire fighting
equipment must be laid out and ready for instant use. All tools and connections used must be
made of approved material that will not provide a source of ignition.
When methanol is carried in approved purpose-built under or above deck tanks, there shall
be written safety procedures covering the loading, carriage and discharge of this product. A copy
of the procedures should be on board the vessel prior to loading the cargo.
Notes

BULK TRANSFERS – SUMMARY OF EQUIPMENT
REQUIREMENTS & COLOUR CODING (6.2.23, 24, 25)
Hoses
Whenever possible, ‘Type Approved’ bulk loading hoses shall be used, marked with the applicable
colour coding (see table below).
Hoses are supplied for the bulk transfer of the following:
• Potable Water • Diesel • Brine
• Oil Based Mud • Base Oil • Barytes*
• Drill Water • Cement* • Specialist Chemicals
*5″ diameter – all others 4″
Potable water hoses are specifically manufactured with synthetic rubber linings and other types of
hoses must not be used as substitutes. Furthermore, potable water hoses shall not be used for any
other purpose.
Unions
Hammer lug unions shall be used to join hose sections together. It is important that the union size
and pressure rating are suitable for the intended use of the hose.
Flotation Collars
If used, flotation collars may be of the ‘lace-on-jacket-type’ or made from moulded polystyrene sections.
Self-Sealing Couplings
For hydrocarbon transfers, self-sealing couplings MUST be used. These shall be of Avery Hardoll
or TODO manufacture. This type of coupling should also be used on brines where the product is
corrosive and injurious to health.
Weak Links (Breakaway Couplings)
The use of weak link, self-sealing couplings may also be considered and shall be discretionary.
Storage of Bulk Hoses
Wherever possible, hoses should be stored flat, out of direct sunlight and minimising any contact
with water. UV radiation and kinking during storage will considerably shorten the life of a hose.
Hose String Assembly
Sections of hose should be assembled on deck and couplings secured whilst free from tension.
After couplings are fully tightened the assembly should be leak tested. If possible, hose sections
for use with wet bulk should be hydro-tested to at least 1.5 x working pressure. If satisfactory, the
couplings should then be marked with a paint line to indicate any subsequent movement during a
visual inspection.
‘In-Service’ Inspection
During operations, inspection of hoses is primarily by ‘close visual inspection’ of the entire hose
length, paying particular attention to the end terminations.
Close visual inspection means a visual check of the entire external area of the flexible hose assembly paying particular attention
to blisters, deep lacerations or abrasions exposing inner core or fabric, unravelling of the outer cover, surface cracking
and misalignment of coupling paint marks. Flotation collars, if fitted, should be secure and in the correct position.

BULK TRANSFERS – SUMMARY OF EQUIPMENT
REQUIREMENTS & COLOUR CODING (6.2.23, 24, 25)
‘In-Service’ Leak-Testing
Leak testing should be carried out whenever a component of the assembly is changed to confirm the integrity
of the connections. Potable water should be used to carry out leak tests wherever possible.
The use of compressed gas such as air or nitrogen for any form of leak or pressure test is not permissible.
In Service Hose Hanging Arrangements and Deployment
To avoid hand injuries, all hoses should be suspended in arrangements that avoid all sharp bends and
protrusions wherever possible. Slings used for hanging off bulk hoses should be connected to hard couplings
thus avoiding cutting into the body of the hose. Hose lifters are available for fitting at hose connection points.
Hoses should be left hanging clear of the sea to avoid undue movement in stormy or poor weather conditions
and immersion in seawater, which degrades the hose fabric. Potable water hoses must have an end cap fitted
to prevent seawater contamination of the hose when stowed.
Before deploying hoses the end caps, where fitted, should be removed by the installation and retained there.
HOSE CONNECTIONS & COLOUR CODING

Hose Application Colour of Coupling Recommended Connection
Dry Cement Yellow 5″ Hammer Lug Union
Dry Barytes Orange 5″ Hammer Lug Union
Potable Water Blue 4″ Hammer Lug or Quick Release Self-Sealing Coupling
Diesel / Fuel Brown 4″ Quick Release Self-Sealing Coupling
Base Oil White 4″ Quick Release Self-Sealing Coupling
Drill Water Green 4″ Hammer Lug or Quick Release Self-Sealing Coupling
Oil Based Mud Black 4″ Hammer Lug or Quick Release Self-Sealing Coupling
Brine Red 4″ Hammer Lug or Quick Release Self-Sealing Coupling
Glycol Purple 4″ Hammer Lug or Quick Release Self-Sealing Coupling
Scale Inhibitor No designated colour 4″ Quick Release Self-Sealing Coupling
It should be remembered that the coding colour is applied to the hose coupling and the
actual colour of the hose is immaterial and will vary according to manufacturer.

DANGEROUS CARO SEGRAGATION TABLE
OSV: WEATHER DECK STOWAGE – CLOSED OFFSHORE CONTAINERS – SINGLE LAYER

STOWAGE
Segregation Table Volume 1, IMDG Code & MGN 205
1.1
1.3
IMDG CODE CLASS 1.2 1.4 2.1 2.2 2.3 3 4.1 4.2 4.3 5.1 5.2 6.1 6.2 7 8 9
1.6
1.5
Explosives 1.1,1.2,1.5 * * * C B B C C C C C C B C B C X
Explosives 1.3, 1.6 * * * C B B C C C C C C B C B B X
Explosives 1.4 * * * B A A B B B B B B X C B B X
Flammable Gases 2.1 C C B X X X B A B X B B X C B A X
Non-Flammable Gases 2.2 B B A X X X A X A X X A X B A X X
Toxic Gases 2.3 B B A X X X B X B X X B X B A X X
Flammable Liquids 3 C C B B A B X X B A B B X C B X X
Flammable Solids 4.1 C C B A X X X X A X A B X C B A X
Spontaneously Combustible
C C B B A B B A X A B B A C B A X
4.2
Dangerous when Wet 4.3 C C B X X X A X A X B B X B B A X
Oxidizing Substances 5.1 C C B B X X B A B B X B A C A B X
Organic Peroxides 5.2 C C B B A B B B B B B X A C B B X
Toxic Substances 6.1 B B X X X X X X A X A A X A X X X
Infectious Substances 6.2 C C C C B B C C C B C C A X C C X
Radioactive Materials 7 B B B B A A B B B B A B X C X B X
Corrosives 8 C B B A X X X A A A B B X C B X X
Miscellaneous 9 X X X X X X X X X X X X X X X X X
X No segregation required
A Away from: 1 x mini
B Separated from: 2 x mini
Separated by complete compartment -
C 3 x mini
Separated longitudinally by complete compartment
* See introduction of Class 1 for segregations within group
Mini Container Size Minimum dimensions – 6ft x 6ft x 8ft or metric equivalent
Food Containers Separation 1 x mini – Class 2.3, 6.1 + 8 2 x mini – Class 7 3 x mini – Class 6.2
Class 1, 6.2, 7 Stowed as far away as possible from accommodation spaces
Class 1 Stowed as far away as possible from machinery spaces

CONSIDERATIONS FOR RISK ASSESSMENTS – TAG
LINES
RISKS (List not to be considered exhaustive)

1. Potential injuries resulting from personnel positioned directly beneath or too close to the
load, exacerbated by limited or no escape routes – danger of crushing both between
the load and the deck and peripheral, adjacent objects.
2. Potential injuries resulting from personnel being dragged across handling area due to
rotation of the suspended load and the tag line fouled/wrapped around a limb or clothing.
3. Potential injuries resulting from ‘whipping back’ of load after parting of tag line
fouling an obstruction or having been secured to adjacent fixed structure.
4. Potential injuries caused by falling objects from open topped lifts having suffered
shock/jolts.
5. Potential injuries caused by falling objects as a result of personnel handling cargo
having to work in closer proximity to suspended loads than would normally be the
case.
6. Potential injuries resulting from personnel tripping/falling over or colliding with
obstructions due to looking upwards and being mesmerised/distracted or dazzled by sun.
MITIGATION OF RISKS (List not to be considered exhaustive)

1. Make up of lines…
i. Tag lines must be made from single, continuous, soft lengths of undamaged rope with
no knots along the length – the only knot being at the attachment to the cargo;
ii. Tag lines must be of sufficient length to allow personnel handling the cargo to work in
a safe position well clear of the immediate vicinity of the load. In this regard, the
MSF/UK Oil & Gas recommendation is that the length of the line should be not less
than 1.5x the maximum height above the handling area at which the arrangements
will be used
2. Precautions whilst in use…
i. Since tag lines are just an aid to positioning a load WHEN IT IS BEING LANDED,
they shall NOT be used as a means to steady/position suspended loads while in
transit across the deck.
ii. Tag lines shall only be used when weather conditions would permit crane handling
of the item without the use of such arrangements. It must not be assumed that in
conditions more severe than this, the use of tag lines would be the cause of the
operation being safely completed.
iii. At all times personnel having tag lines must work at a minimum horizontal distance
from the load that is equivalent to its height above the handling area by maintaining
an angle of the line and the horizontal of no more than 45 degrees.
iv. All sections of the line, including slack, must be kept in front of the body between
the handler and the load.
v. 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.
vi. Tag lines must be held in such a manner that they may be quickly and totally
released. They MUST NOT be looped around hands, wrists or other parts of the
body.
vii. Particular care should be taken when using tag lines while wearing gloves to ensure
that the line does not foul the glove.

CONSIDERATIONS FOR RISK ASSESSMENTS – TAG
LINES
viii. Tag lines must not be secured or attached in any way to adjacent structures,
equipment or cargo. This includes the practice of ‘making a turn’ on stanchions or
similar structures and surging the line to control the load.
ix. Open-topped cargo should have nets/covers fitted where items might otherwise fall
due to sudden jolt or shock.
x. When landing cargo on the deck of the installation, tag lines should be ‘captured’
by the use of boat hooks or similar. This shall help to minimise the risks associated
with personnel approaching the dangerous area beneath the load.
xi. Deck crew should be provided with suitable PPE, including dark eye protection for
bright sun.
Notes:

APPENDIX C: DUBAI PETROLEUM IMPORTANT CONTACT NUMBERS
(These details shall be subject to continuous revision)
IMPORTANT CONTACT DETAILS

Land Line Mobile
OFFSHORE
Marine Technical Authority/Port Captain 04 301 5235 050 6563962
Fateh Radio Room (24 hrs.) 04 301 5000
SW Fateh radio Room (24 hrs.) 04 301 4000
JAOSB
Base Manager 04 301 3207 050 5582009
Logistics Marine Superintendent 04 301 3192 056 6035817
Jetty Master (24 hrs.) 04 301 3333 050 4558937
Security (24 hrs.) 04 301 3301
MAIN OFFICE
Security (24 hrs.) 04 301 2525

APPENDIX D: MARINE CHARTER POLICY
Preamble
The purpose of this document is to identify the procedural steps for chartering vessels for
operations within the boundaries of Dubai Petroleum controlled fields and whilst en passage to
and from Jebel Ali Offshore Support Base (JAOSB).
This document is intended to address only the marine and technical aspects of a vessel which
may only be chartered after due consideration of commercial, contractual and technical
acceptance.
Scope
This document shall identify the relevant parties and signatories for each type of chartered vessel
to ensure that any vessel which is accepted for use by Dubai Petroleum is fully assessed, audited
and proven, as far as reasonably practicable, to be fit for purpose with respect to the following;
• Suitability for intended operations

• Certification of crew and equipment
• Management company capability for technical and HR support
Five classes of vessels have been identified for use by Dubai Petroleum;
• Principle vessels – (Long term charter AHTS/PSV, Dive support, Marine maintenance)
• Logistics support – (Crew boats, utility vessels)
• Project vessels – (Pigging, construction)
• Spot hire for logistics assist & Rig moves (PSV/AHTS/crew boat)
• 3rd Party Support vessels (Survey vessels)
Responsibilities
Marine Logistics Superintendent

• Shall ensure preparing the technical specification for bidding of vessels.
• Shall source suitable nominated vessels based on required specifications.
• Shall liaise with the requesting party to narrow the pool of vessels.
• Shall arrange suitability / fitness audit with appointed Marine Consultancy.
• Shall ensure that intended operation of vessel and scope of audit is clearly identified for Marine
Auditor.
Marine Auditor
• Shall be approved by Marine Logistics Superintendent/Port Captain – CV shall show experience
of serving / auditing the nominated type of vessel.
• Shall conduct the marine audit at a time and place mutually agreeable to both Charterer and
Vessel Owner.
• Shall provide a summary written and verbal report to Dubai Petroleum within 24 hrs of completion
of audit.
• Shall provide a fully QC’d audit document within 7 working days of completion of audit.
• Shall conduct follow-up and close out audits as required and produce close-out report on
findings.
• Shall sail with any nominated vessel at the Charterers request for the purpose of appraising crew
competence.

Port Captain (/Asst. Port Captain)
• Shall accompany Marine Auditor for inspection of Principle Vessels.
• May accompany Marine Auditor for inspection of Logistics support vessels.
• Shall review all audits of nominated vessels and confirm suitability.
• Shall provide guidance as required to assist Marine Logistics Superintendent on vessel
suitability.
• Shall be the final approval for technically evaluating bids.
Logistics Supt (Drilling)

• Shall confirm any AHV/PSV chartered for rig support operations has suitable capacities &
capabilities with respect to deck area, water, drilling fluids and dry bulks.
• Shall confirm required start date / duration of spot charter (fixed days + options)
Project SPOC (Single Point of Contact)

• Shall confirm availability of suitable funding with department head and request approved by
Contracts department
• Shall identify the following criteria when requesting a vessel for a specific tasking or project;
1. Scope of work (SoW) for the vessel
2. Duration of SoW
3. Anticipated mobilisation date
4. Daily charter rate expectation
5. Passenger numbers for either transportation or accommodation & messing
6. Cargo / deck load capabilities
7. 12/24 hr operations
8. Any additional requirements important to the charter
• Shall provide a suitably qualified and experienced person to accompany Marine Auditor for
inspection of nominated Project vessels.
• Shall confirm vessel suitability with respect to fitness for intended project operations.
• Shall conduct follow-up visits as required prior to confirmation of charter to ensure vessel is as
per requirements prior to signature of Marine Acceptance Document.
The relevant Marine Acceptance Document signatory sheet shall be provided to the Contracts
Manager for inclusion in the vessel documentation records.
If there is any significant change to the scope of work or operation of a chartered vessel then the
above process must be re-visited to ensure the change is managed both operationally and
contractually.
Appendices:-
• Appendix 1 Signatory sheet for Principle vessels

• Appendix 2 Signatory sheet for Logistics support vessels
• Appendix 3 Signatory sheet for Project vessels
• Appendix 4 Signatory sheet for Spot hire Logistics support vessels
• Appendix 5 Signatory sheet for 3rd Party support vessels

Marine Charter Policy – Marine Acceptance Document
Appendix 1 Signatory sheet for Principle vessels
We, the undersigned, herby confirm that nominated vessel;
m/v ___________________________________________
Is technically acceptable for Dubai Petroleum field operations.
Logistics Marine Superintendent
Name: Sign______________________ Date : ____________
Marine Auditor Company:
Name: Sign_____________________ Date____________
Port Captain (DPE)
Name: Sign_______________________ Date____________
Logistics Superintendent (Drilling)
Name: Sign___________________ Date____________
Project Name:
SOW :

Appendix 2 Signatory sheet for Logistics support vessels
m/v ___________________________________________
Name: Sign______________________ Date : ____________
Name: Sign_____________________ Date____________
Port Captain (DPE)
Name: Sign_______________________ Date____________
Logistics Superintendent (Drilling) [If for PSV]
Name: NA Sign___________________ Date____________
Project Name:
SOW :

Appendix 3 Signatory sheet for Project vessels
m/v ___________________________________________
Is technically acceptable for Dubai Petroleum field operations,
Name: Sign______________________ Date : ____________
Name: Sign_______________________
Date____________
Port Captain (DPE)
Name: Sign_______________________ Date____________
Project SPOC ( )
Name: Sign_______________________ Date____________
Project Manager (DPE)
Name: Sign_______________________ Date____________
Project Name:
(SOW):

Appendix 4 Signatory sheet for Spot Hire Logistics support & Rigmove vessels
m/v ___________________________________________
Name: Sign___________________ Date____________
Name: Sign___________________ Date____________
Port Captain
Name: Sign___________________ Date____________
Name: Sign___________________ Date____________
Project Name:
SOW:

Appendix 5 Signatory sheet for 3rd Party support vessels
m/v ___________________________________________
Name: Sign___________________ Date____________
Name: Sign___________________ Date____________
Port Captain
Name: Sign___________________ Date____________
Name: Sign___________________ Date____________
Project Name:
SOW:

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Marine Procedure

Information Security Classification: Internal Page 4 of 217

2.9.4 Watertight Integrity..................................................................................................................... 24

3.1.14 Tankers over Five Years Old.................................................................................................... 39

4.2.9 Dangerous Goods...................................................................................................................... 52

5.6.6 DP Location Setup Checks....................................................................................................... 77

5.10.8 Manning for DP Subsea Operations ........................................................................................ 98

6.2.5 Protection of Personnel ........................................................................................................... 123

6.3.6 Reserve Tow Equipment......................................................................................................... 133

7.16.5 Swing Ropes ............................................................................................................................ 143

Information Security Classification: Internal Page 12 of 217

1.2 Structure of Manual

1.3 Updating of Procedures

Information Security Classification: Internal Page 13 of 217

1.4 Terminology to describe Mandatory and other Requirements

1.5 Explanation of what constitutes an ‘Instruction’

1.6 Contravention of an ‘Instruction’

1.7 Requirements for Dissemination of this Manual

1.8 Detailed Procedures for Specific Projects

2. Marine Management & General Instructions for Vessels

2.2 Incident Reporting

2.3 Management of Change

Information Security Classification: Internal Page 15 of 217

2.5 Operational Limitations

Information Security Classification: Internal Page 16 of 217

2.6 Marine Roles & Responsibilities – Offshore

2.6.1 Vessel Masters

2.6.2 Offshore Installation Manager (OIM)

2.6.3 Port Captain

The Port Captain is Line Manager to:

Information Security Classification: Internal Page 17 of 217

2.6.3.1 Assistant Port Captain

2.6.3.2 Marine Foreman

2.6.3.3 Marine Crew

2.6.3.4 Diving Superintendent

Information Security Classification: Internal Page 18 of 217

2.7 Marine Roles & Responsibilities - Onshore

2.7.1 Jebel Ali Base Manager

2.7.2 Logistics Marine Superintendent

2.7.2.1 Senior Jetty Master

2.7.2.2 Logistics Planner & Administrator

2.8 Vessel Management

2.8.1 Vessel Contract Process for Offshore Support Vessels

2.8.2 Requirements for Chartered Vessels

2.8.5 Classification Societies

2.8.6 Compliance with ISPS & Security Issues

2.9 Health, Safety, Environmental & Quality Management of Vessels

2.9.1 Safety Management Systems

2.9.2 Non-SOLAS Vessels

2.9.4 Watertight Integrity

2.9.5 Training & Competencies

2.9.5.1 Certification of Ships’ Officers & Evidence of Experience

2.9.5.2 Training of Vessel Crew

2.9.5.3 Vessel Monthly Safety Briefings

2.9.5.4 Daily ‘Tailgate’ Safety Meetings and ‘Toolbox Talks’

2.9.6 Quality of Chartered Vessels

2.9.6.1 Dubai Petroleum Vessel Audit Procedures

2.9.6.2 Quarterly Inspections

2.9.6.3 Vessel Health & Hygiene Requirements

2.9.6.4 Quality of Potable Water