guidelines on the marine assessment of f(p)sos

1 – Guidelines on the marine assessment of F(P)SOs

Guidelines on the marine assessment of F(P)SOsAssessment Criteria and Questionnaire

(First Edition 2016)


Issued by the

Oil Companies International Marine Forum 29 Queen Anne’s Gate London SW1H 9BU England Telephone: +44 (0)20 7654 1200 Fax: +44 (0)20 7654 1205

Email [email protected]

www.ocimf.com

© Oil Companies International Marine Forum

The Oil Companies International Marine Forum (OCIMF)

is a voluntary association of oil companies having an interest in the shipment and terminalling of crude oil and oil products. OCIMF is organised to represent its member-ship before, and consult with, the International Maritime Organization (IMO) and other government bodies on matters relating to the shipment and terminalling of crude oil and oil products, including marine pollution and safety.

Terms of Use While the advice given in this briefing paper (“Paper”) has been developed using the best information currently available, it is intended purely as guidance to be used at the user’s own risk. No responsibility is accepted by the Oil Companies International Marine Forum (“OCIMF”), the membership of OCIMF or by any person, firm, corporation or organization (who or which has been in any way concerned with the furnishing of in-formation or data, the compilation or any translation, publishing, supply or sale of the Paper) for the accuracy of any information or advice given in the Paper or any omission from the Paper or for any consequence whatsoever resulting directly or indirectly from compliance with, or adoption of or reliance on guidance contained in the Paper even if caused by a failure to exercise reasonable care.


CONTENTS

Abbreviations 5Introduction 6Using the assessment questionnaire 7 1 Regulatory compliance 91.1 Certification 91.2 Compliance 111.3 Management system 131.4 F(P)SO information and port regulations 151.5 Documentation 17 2 Crew and contractor management 192.1 General 192.2 Qualification and training of personnel 21 3 Navigation equipment 233.1 Navigation equipment 23

4 Safety and security management 254.1 Management of change 254.2 Safety programme 274.3 Emergency response plan 284.4 Emergency evacuation 304.5 Risk management 324.6 Water depth surveys 354.7 Security 364.8 Control of work – emergency shutdown of cargo transfer operations 384.9 Environmental limits 404.10 F(P)SO/offtake tanker safety operational agreement 424.11 F(P)SO/offtake tanker safety checklist 444.12 F(P)SO/offtake tanker cargo operations checklist 464.13 Personnel transfer 474.14 Lifesaving appliances and first aid/medical equipment 504.15 Fire protection 524.16 Occupational health 54

5 Electrical equipment 575.1 General 575.2 Portable electrical and electronic equipment 585.3 Lighting 60


6 Pollution prevention and environmental management 616.1 Pollution prevention – emergency isolation of cargo transfer 616.2 Cargo drainage and containment 626.3 Oil and chemical spill response plan 646.4 Protection of the environment from pollution and emissions 66

7 Structural condition 687.1 General – structural surveys 687.2 Maintenance, inspection and testing programme 70

8 Operations 728.1 Offtake tanker compatibility criteria 728.2 Tanker vetting verification 748.3 Pilotage 768.4 Cargo transfer equipment 788.5 Tugs and support craft 808.6 Lifting equipment 828.7 Single point mooring operations 84

9 Offtake tanker mooring 869.1 Mooring 869.2 Fendering 88

10 Communications 9010.1 Operational communications 9010.2 Pre-arrival communications 92

11 Navigation, propulsion and active heading control 9311.1 Dynamic positioning and active heading control 9311.2 Navigation and propulsion on dis-connectable F(P)SOs 95

12 Operations in ice 9712.1 Operations in extreme cold or ice conditions 97

13 Helicopter operations 9813.1 Helicopter operations 98

14 DP operations 9914.1 DP offtake tankers 99

AppendicesA F(P)SO information 101B Example scorecard 106C Example record of opening meeting 108D Example record of closing meeting 109


Abbreviations

CCTV Closed Circuit Television

COW Crude Oil Washing

DP Dynamic Positioning

ESD Emergency Shutdown

ETA Estimated Time of Arrival

F(P)SO Floating (Production) Storage and Offloading

FMECA Failure Mode Effects and Criticality Analysis

GMPHOM Guide to Manufacturing and Purchasing Hoses for Offshore Moorings

HAZID Hazard Identification Study

HAZOP Hazard and Operability Study

HLO Helicopter Landing Officer

HSE Health Safety & Environment

HSSE Health Safety Security & Environment

HUET Helicopter Underwater Evacuation Training Course

ICS International Chamber of Shipping

IMO International Maritime Organisation

ISGOTT International Safety Guide for Oil Tankers and Terminals

ISM International Safety Management

ISPS International Ship and Port Facility Security

JHA Job Hazard Analysis

JSA Job Safety Analysis

KPI Key Performance Indicator

LPG Liquid Petroleum Gas

MBC Marine Breakaway Coupling

MLC Maritime Labour Convention

MOC Management of Change

MODU Mobile Drilling Unit

MSDS Material Safety Data Sheet

NORMS Naturally Occurring Radioactive Material

OCIMF Oil Companies International Marine Forum

OIM Offshore Installation Manager

OVID Offshore Vessel Inspection Database

PPE Personal Protective Equipment

P/V Pressure/Vacuum

QCDC Quick Connect/Disconnect Coupling

SIGTTO Society of International Gas Tanker & Terminal Operators Ltd

SOLAS Safety of Life at Sea

SPM Single Point Mooring

STCW Standards of Training, Certification and Watchkeeping

SWL Safe Working Load

UNCLOS United Nations Convention of Life at Sea


IntroductionThe Guidelines on the Marine Assessment of F(P)SOs (Guidelines) have been published by the Oil Companies International Marine Forum (OCIMF) to encourage the uniform assessment of safe marine operations and marine operations related environmental protection at floating (production) storage and offloading (F(P)SO) installations that export product using offtake tankers. This document has been produced recognising that established marine operational requirements for F(P)SOs exporting via offtake tankers are not readily available in a consolidated format.

This document is targeted at providing a robust method for assessing the marine aspects of F(P)SO operations against recognised industry best practice and is designed to be a supplement to other internal assessments conducted by a company’s internal auditing and therefore does not address aspects such as production management, safe systems of work, etc.

This document is intended to encompass only the marine systems and marine operations on the F(P)SO, including management systems and operations on offtake tankers critical to the F(P)SO/offtake tanker interface. Areas that have been excluded include the following (as they are assessed by other responsible parties i.e. Civil Aviation regulations):

• Helidecks/equipment.

• Topside equipment/procedures.

• F(P)SO moorings.

The assessment questions provide a means to evaluate the level of F(P)SO compliance with the guidance. However, it should be recognised that this marine assessment document can only provide a basic framework. Each F(P)SO assessment will require individual interpretations that should be objective and supported by the experience and judgment of the assessors. The scope includes marine interfaces and relationships, such as those with pilots, support craft operators and local authorities.

The Guidelines are comprised of guidance on using this document and on carrying out the assessment; the assessment questionnaire and accompanying questions, which are grouped into 14 sections; four appendices.

The appendices provide examples of documentation that may be used to support the assessment process. Appendix A includes a form that may be used by the F(P)SO to provide information on its marine activities. This information should be forwarded to the assessor in good time before their assessment visit. Appendix B includes an example scorecard that provides a concise summary of the assessment results and findings, together with the F(P)SO’s response. Appendices C and D are examples of templates used to prepare for opening and closing meetings with the F(P)SO’s management.

The Guidelines are intended to complement the information and advice contained in the International Safety Guide for Oil Tankers and Terminals (ISGOTT), which remains the prime source of technical guidance on tanker and F(P)SO operations. Guidelines and codes of practice published by OCIMF, and organisations such as Oil and Gas UK, provide further recommendations on F(P)SO operations.

It should also be borne in mind that F(P)SO’s usually operate under the National regulations of a single state which may vary from state to state.

This first draft of the Guidelines on the marine assessment of F(P)SOs was produced at the request of the members, is submitted for use and for testing by the OCIMF membership.

Please send any comments and suggestions for inclusion in the second edition to [email protected] by December 2016.


Using the assessment questionnaireStructure of the assessment questionnaire

The assessment questionnaire contains question topics that address the full range of marine activities associated with floating (production) storage and offloading (F(P)SO) export operations. The topics are grouped under the following categories:

1 Regulatory compliance.

2 Crew and contractor management.

3 Navigation equipment.

4 Safety and security management.

5 Electrical equipment.

6 Pollution prevention and environmental management.

7 Structural condition.

8 Operations.

9 Offtake tanker mooring.

10 Communications.

11 Navigation, propulsion and active heading control.

12 Operations in ice.

13 Helicopter operations.

14 Dynamic Positioning operations.

A summary of the general aims of the management process or operational activity is given for each topic. Guidance is provided to assist assessors in making a judgment on the F(P)SO’s compliance with the stated objectives of the question set.

Guidelines for assessmentF(P)SO assessments should be made by experienced individuals who are accompanied by at least one representative of the F(P)SO. The scope of the assessment is centred on marine activities and it is therefore necessary for the assessor to be experienced in this field, having either:

• Sea-going and F(P)SO experience in a senior rank; or

• Supervisory/management experience at an offshore marine facility.

The assessor should organise the assessment and finalise the report to be presented to F(P)SO offshore management team.

The scope of the assessment should encompass the:

• Interface between F(P)SO and offtake tankers.

• Internal interfaces with the F(P)SO, because they affect the integrity of export operations.

• Systems and operations on the F(P)SO.

• Relevant marine interfaces, including pilots, support vessel operators and local regulatory authorities.


Pre-assessment activitiesAssessment personnel should familiarise themselves with all available information and data about the F(P)SO before the visit. Appendix A contains a pro forma that may be used by F(P)SO personnel to provide information to assessors before their arrival.

To assist the F(P)SO to prepare for the assessment, a copy of the assessment guidelines should be provided to the F(P)SO management so that they have a clear understanding of the assessment process and a clear idea of what to expect.

Conducting the assessmentSo that that the assessor can observe all aspects of normal transfer operations, the assessment should take place during an export activity if possible. The assessment should include the observation of these operations, interviews with personnel, inspection of facilities, a review of procedures and manuals and the sighting of records.

The assessment should begin with an opening meeting to brief the F(P)SO’s management and operating supervisors on the process, and to agree the programme for the visit. Appendix C provides a template that may be used to prepare for this meeting. A similar template is included in appendix D to assist with preparing for the closing meeting.

The assessment process follows the opening meeting. The questions included in the assessment questionnaire are intended to facilitate this process and provide a systematic approach to the assessment. Observations should be made in sufficient detail to permit sound judgments and to allow for a proper assessment.

Reporting The assessment should conclude with a meeting with the local management and operating supervisors to review the primary findings and recommendations before developing the report. F(P)SO managers should have the opportunity to comment on observations and findings before the report is published.

A full report of the assessment, including observations, findings and recommendations, should be prepared for the guidance and consideration of the offshore F(P)SO management team and onshore management team. The report, prepared on the basis of these discussions, should be written as soon as possible after completion of the assessment.


Assessment questionnaire

1. Regulatory compliance1.1 CertificationRelevant documents and certificates should be provided to the assessment team by the terminal and may include:

CertificateApplicable to F(P)SO type Y/N

Date of expiryDD-MM-YYYY

Certification guidance

Registry / Load Line / Tonnage CertificatesCertificate of Registry

International Load Line Certificate / Exemption

International Tonnage Certificate

Certificate of Class

Safety CertificatesCargo Ship Safety Construction Certificate

Cargo Ship Safety Equipment Certificate

Cargo Ship Safety Radio Certificate

Radio Licence Certificate

Cargo Ship Safety Radio Exemption Certificate

Maritime Labour Convention Certificate DMLC-I & DMLC-II

Marpol CertificatesInternational Oil Pollution Prevention Certificate

International Air Pollution Prevention Certificate

International Sewage Pollution Prevention Certificate

International Prevention of Pollution by Garbage

International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (INLS Certificate)

International Anti Fouling System (IAFS) Certificate or Statement of Compliance

Civil Liability for Oil Pollution Damage Certificate (CLC-O)





Civil Liability for Bunker Oil Pollution Damage (CLC-B)

Ship Sanitation Control Certificate or Ship Sanitation Control Exemption Certificate (DERAT)

ISM CertificatesSafety Management Certificate

Document of Compliance (copy)

Minimum Safe Manning Certificate / Document

Security CertificatesInternational Ship Security Certificate

Continuous Synopsis Record(s)

Ship Security Alert System Certificate

Ship Security Plan (not for examination – content secure to F(P)SO)

Miscelaneous CertificatesGMDSS Shore Maintenance Agreement

Register of Ship’s Lifting Appliances

Damage control booklets

Cargo securing manual

Intact stability booklet

Offshore Support Vessel Certificate of Fitness (for hazardous and noxious liquids); or

Document of Compliance with the special requirements for ships carrying dangerous goods

Dangerous goods manifest or stowage plan

Garbage management plan and garbage record book

Diving Systems Safety Certificate

Dynamically Supported Craft Construction and Equipment Certificate


Oil Record Book (PART 1 & 2)

Helideck Certification

Ship Emergency Response Service (SERS) OR Rapid Response Damage Assessment (RRDA)

Stability Program Installation Test Certificate

Compass Adjustment/Deviation Curve

Loading Computer Certification

Emergency Towing Apparatus Certificate

Medical Locker Certificate (Health Regulations)

Noise Survey Report

Cabotage

Ballast Water Management Plan

P&I

H&M Insurance certificate

Employer liability insurance

Locally Applicable Additional CertificatesShipboard Oil Pollution Emergency Plan

Shipboard Marine Pollution Emergency Plan





1.2 Compliance

Every F(P)SO should comply with applicable international, national, and local regulations and with company policies and procedures.

QUESTIONS Y N N/A

1.2.1Does the F(P)SO have a management system in place that is able to demonstrate and document proof of compliance with regulatory requirements?

1.2.2Does the F(P)SO have a person responsible for ensuring compliance with applicable legislation and regulations?

1.2.3Where a self-regulatory regime (e.g. Safety Case) is required, does the F(P)SO meet the intent of the applicable code and the guidelines for its implementation?

1.2.4Is there a designated person within the company who is responsible for maintaining the ISM certification and updating procedures?

1.2.5Does the F(P)SO have a management system in place that is able to demonstrate and document proof of compliance with company policies and procedures?

1.2.6Do all F(P)SO staff members have access to the management system documentation?

1.2.7Does the F(P)SO have a person responsible for ensuring compliance with company policy and procedures?

Comments


GuidanceWhere a self-regulatory regime exists (e.g. Safety Case), F(P)SOs should meet the spirit and intent of the applicable code and the guidelines for its implementation.

F(P)SO management should provide a healthy and safe working environment and ensure that all operations are conducted with minimum impact on the environment, while complying with the regulatory system in force and recognised industry codes of practice.

F(P)SOs should maintain current copies of regulations and guidelines applicable to their operations. (See also 2.5 Documentation.)

F(P)SOs should seek assurance that vessels visiting their berths comply with applicable international, national, and local marine regulations. (See also 8.2 Vessel Vetting Verification.)

F(P)SOs should have a management system in place that is able to demonstrate and document proof of compliance with regulatory requirements and company policies and procedures. F(P)SO management should designate a person to be responsible for ensuring compliance with the regulations and the company policies and procedures.

Comments continued


1.3 Management SystemEvery F(P)SO should have a written, comprehensive and up-to-date Management System.

Questions Y N N/A

1.3.1Is the Management System available to all personnel in the accepted working language?

1.3.2 Are the roles and responsibilities of the F(P)SO operating personnel clearly defined?

1.3.3Is there a documented management of change process for handling temporary deviations and permanent changes to the Management System, including defining the level of approval required?

1.3.4 Does the Management System cover the topics in accordance with the guidance?

Comments


GuidanceF(P)SOs should have a written, comprehensive and up-to-date Management System.

The Management System is a working document and should include procedures, practices, and drawings relevant to the specific F(P)SO. The system should be available to all appropriate personnel in the accepted working language.

The Management System should include, but not be limited to, the:

• Cargo transfer equipment procedures.

• Loading and discharge procedures.

• Control and shutdown procedures.

• Fire and emergency procedures.

• Gauging and sampling procedures.

• Environmental protection procedures.

• Exposure to toxic vapours (e.g., hydrogen sulphide (H2S), carbon dioxide (CO2), benzene, toluene, ethylbenzene, and xylenes (B’Tex)) procedures.

• Exposure to Naturally Occurring Radioactive Material (NORM) and Mercury levels in Crude.

• Offtake tanker acceptance criteria.

• Operating environmental limits.

• Mooring guidelines.

• F(P)SO plan layout drawings.

• Plans of fire-fighting systems.

Comments continued


1.4 F(P)SO information and port regulationsEvery F(P)SO should provide offtake tankers with information on all pertinent local regulations and F(P)SO safety requirements applicable to the safe management of the offtake tanker/F(P)SO interface.

Questions Y N N/A

1.4.1Does the F(P)SO provide offtake tankers with information on all pertinent local regulations and F(P)SO safety requirements applicable to the safe management of the offtake tanker/F(P)SO interface?

1.4.2Is the information in English or in the F(P)SO’s accepted working language, and understood by operating personnel on the offtake tanker?

1.4.3 Is the exchange of information formalised?

1.4.4 Does the information cover the topics as detailed in the guidance?

1.4.5Is the F(P)SO information presented in a concise and logical sequence and laid out in the order that events take place?

1.4.6Is there a documented management of change process for handling temporary deviations and permanent changes to the marine F(P)SO’s procedures, including defining the level of approval required?

Comments


GuidanceF(P)SOs should provide offtake tankers with information on all pertinent local regulations and facility safety requirements applicable to the safe management of the offtake tanker/F(P)SO interface.

The information should be provided in English and the F(P)SO’s accepted working language, provided that operational personnel on the tanker understand this language.

The process of passing information to the offtake tanker and exchanging information with the vessel should be formalised. The F(P)SO and the offtake tanker should acknowledge the exchange of this information with signed receipts.

Information provided should include, but not be limited to, the following:

F(P)SO and pre-arrival information:

• Pre-arrival information required for the F(P)SO and offtake tanker.• Depths and maximum tanker drafts and dimensions.• Offtake tanker displacement and dimensional limitations for the F(P)SO. • Mooring arrangements and requirements, with diagrams.• Tugs and tug requirements, including any special towing arrangements.• F(P)SO and exclusion zones.

Operational information:

• Requirements for safe operations e.g. environmental limitations, personnel requirements, personnel transfer.

• Communications: primary, secondary, and any emergency means of communication, VHF channels, installation telephone extension numbers, local emergency contact numbers.

• Organisation and terminal management.

• Pre-transfer procedures, including F(P)SO/offtake tanker safety checklist and safety letter.

• F(P)SO access arrangements and requirements.• F(P)SO smoking regulations.• Health and environmental hazards associated with the cargoes handled.• Cargo transfer equipment connection details, including diagrams where applicable

(e.g. SPM hose arrangements).• Vapour return connection details, if applicable.• Cargo transfer procedures.• Ballast procedures.• Tank cleaning, tank entry and crude oil washing (COW) operational requirements.

Safety and security information:

• Emergency procedures, including alarm signals.• Emergency shutdown (ESD) procedure.• F(P)SO security requirements.• Meteorological information, weather forecasts.• Equipment use, intrinsic safety.• Environmental Information.• F(P)SO pollution prevention regulations.• Ballast water discharge controls.• Garbage disposal.• Vapour emissions.• Wildlife impact mitigation requirements, if applicable.

Miscellaneous information and requirements:

• F(P)SO and local drug and alcohol policy.• Repairs while in exclusion zone.• Ship stability.• Ship’s stores handling and bunkering arrangements, if available.


1.5 DocumentationEvery F(P)SO should maintain a set of up-to-date documents. This will ensure compliance with regulations, procedures and good practice and provide information on the regulations, facilities and equipment.

Questions Y N N/A

1.5.1Is the latest edition of the International Safety Guide for Oil Tankers and Terminals (ISGOTT) available?

1.5.2Is the latest edition of the SIGTTO publication Liquefied Gas Handling Principles on Ships and in Terminals available?

1.5.3 Does the documentation include current information as described in the guidance?

1.5.4Does the documentation available at the F(P)SO include comprehensive “as-built” construction drawings, piping and instrumentation diagrams (P&IDs), specifications and any modifications since commissioning?

1.5.5 Are records of the major equipment items kept in compliance with the guidance?

Comments


GuidanceF(P)SOs should maintain a set of up-to-date documents. This ensures compliance with regulations, procedures and good practice and provides information on facilities and equipment.

Documentation should provide current information on:

• Legislation, including national and local requirements and health, safety and environmental (HSE) legislation.

• Industry guidelines, company policies, and the health, safety, security and environment (HSSE) policy.

• Operating manuals, maintenance and inspection procedures, site plans, and drawings.

• Records, e.g., internal and external audits, inspections, meetings, HSSE records, permits, local procedures.

• Certificates issued for equipment and processes.

Documentation available onsite should include a comprehensive set of “as-built” construction drawings, piping and instrumentation diagrams (P&IDs), and specifications, including any and all modifications made since it was first commissioned.

A record of the major marine equipment items should be kept, e.g. specifications, inspection, and maintenance data.

Comments continued


2. Crew and contractor management2.1 General Every F(P)SO should establish staffing levels to ensure that all marine operations can be conducted safely and that all emergency situations can be managed effectively.

Questions Y N N/A

2.1.1Does the available staff number meet all operational and emergency conditions in accordance with the guidance?

2.1.2 Are personnel resources adequately managed to prevent or avoid fatigue?

2.1.3Does the Management System provide guidance on Work/rest hours compliant with MLC whilst the F(P)SO is disconnected?

2.1.4Does the F(P)SO have records for Work/Rest Hours compliant with MLC for all personnel on board whilst the FPSO is disconnected?

Comments


GuidanceThe staffing of a F(P)SO should be sufficient to ensure that all marine operations and activities can be conducted safely and emergency situations managed effectively.

Personnel should be trained in the operations undertaken and have site-specific knowledge of all safety procedures and emergency duties.

The F(P)SO should provide sufficient staff numbers to ensure that all marine operations and emergency conditions can be conducted in a safe manner, taking into account:

• Effective monitoring of operations.

• The size of the F(P)SO.

• Volume and type of products handled.

• Number, type, and size of the offtake tankers visiting the F(P)SO.

• The degree of mechanisation employed.

• The level of automation employed.

• Fire-fighting duties.

• Liaison with adjacent/neighbouring marine facility operators.

• Personnel requirements for facility operations, including pilotage, mooring boats, line handling, hose handling, and assistant mooring masters (loading masters).

• Personnel involvement in emergency and environmental pollution response.

In establishing staff levels, due account should be taken of any local or national legal requirements. Consideration should be given to the avoidance of fatigue that may result from extended hours of work or insufficient rest periods between shifts.

If the F(P)SO can be disconnected to avoid adverse weather conditions and ice, personnel involved in navigating and manoeuvring the vessel should be compliant with STCW/ILO 180/MLC 2006 requirements.

Comments continued


2.2 Qualification and training of personnelF(P)SO management should ensure that personnel engaged in marine activities are trained and competent in the duties they are assigned to perform.

Questions Y N N/A

2.2.1Are the processes related to the qualification and training of personnel in place in accordance with the guidance?

2.2.2Do all personnel engaged in marine activities have a good understanding of the contents of the International Safety Guide for Oil Tankers and Terminals (ISGOTT)?

2.2.3Where the F(P)SO is handling liquefied gas, do all personnel engaged in marine activities have a good understanding of the contents of the SIGTTO publication Liquefied Gas Handling Principles on Ships and in Terminals?

2.2.4 Do all personnel attend appropriate formal training (including refresher courses)?

2.2.5Is there a process for determining formal training requirements for all contractors attending the F(P)SO?

2.2.6Are personnel aware of national and local rules that affect the F(P)SO operations and the manner in which they are implemented locally?

2.2.7 Do all contractors receive work-site-specific safety orientation appropriate to the task?

2.2.8Does the F(P)SO have suitably qualified personnel responsible for ballast and cargo planning, to ensure that stress and stability are maintained within recommended limits?

2.2.9 Does the F(P)SO have a contingency plan for unplanned personnel change out?

Comments


GuidanceIt is recommended that the F(P)SO’s competence assurance system meets or exceeds the guidance of the OCIMF publication Competence Assurance Guidelines for F(P)SOs.

F(P)SO management should ensure that the personnel engaged in marine activities are trained and competent in the duties they are assigned to perform.

The following processes should be in place:

• Identification of skills required for all positions.

• A system to assess individual competence and to identify training needs to provide staff with the knowledge to undertake allotted duties.

• Formal training – either developed locally or provided by the industry or the company.

• The formalisation of vocational (on-the-job) training to ensure that consistent levels of training are achieved.

• A system of ongoing reassessment of an individual’s competence to perform their assigned duties.

• Maintenance of personnel training records.

• All personnel engaged in marine activities should be familiar with the contents of the International Safety Guide for Oil Tankers and Terminals (ISGOTT) and the SIGTTO publication Liquefied Gas Handling Principles on Ships and in Terminals applicable to the local site, the hydrocarbon type being handled and, as a minimum, should attend the following formal training, including refresher courses:

• Site-specific safety training (inductions).

• F(P)SO operations training.

• Appropriate level of environmental pollution response training.

• Appropriate level of fire-fighting training.

Personnel should be aware of national and local rules and company requirements that affect the F(P)SO operations and the manner in which they are implemented locally.

All personnel, including contractors, should receive safety training appropriate to the task and the workplace (e.g. permit to work systems, system isolations, etc.).

Comments continued


3. Navigation equipment3.1 Navigation equipment Every F(P)SO should ensure that the necessary navigation, berthing and mooring aids are in place.

Questions Y N N/A

3.1.1Is the F(P)SO kept informed of any operational failures or changes to the navigational aids that may affect vessels visiting it?

3.1.2Is the F(P)SO able to ascertain the impact and assess the risk of any operational failure or change to navigational aids?

3.1.3Where navigational aids are maintained by the F(P)SO, are records of maintenance and operability kept?

3.1.4Where berthing aids are maintained by the F(P)SO, are records of maintenance and operability kept?

3.1.5Where mooring aids are maintained by the F(P)SO, are records of maintenance and operability kept?

3.1.6Are authorities advised of any changes in the status of navigational aids affecting F(P)SO operations?

3.1.7Has there been a risk assessment carried out to determine what berthing aids are required to assist with the export operation being conducted?

3.1.8Has there been a risk assessment carried out to determine what mooring aids are required to assist with the export operation being conducted?

Comments


GuidanceF(P)SOs should have processes in place to ensure that the necessary navigation aids (e.g. buoys, Racons, flashing ‘U’ lights), berthing aids (e.g. portable pilot units, radar guns) and mooring aids (e.g. load cells on mooring hooks) are in place and are operational.

Navigational aidsF(P)SOs should maintain a close liaison with the regulatory authorities regarding changes to navigational aids on the approaches that could impact the safe operation of ships. F(P)SOs should be kept informed of any changes to the navigational aids and any notices advising of any operational failures.

Authorities should be kept informed of any changes to the navigational aids on the F(P)SO or approaches.

Where navigational aids, berthing aids and mooring aids are maintained by the F(P)SO, records of maintenance and operability should be kept.

Berthing aidsF(P)SOs should carefully consider the use of berthing aids, such as portable pilot units incorporating speed of approach monitors to minimise the risk of damage to the F(P)SOs, the visiting vessels and the consequential risks of fire and pollution.

Mooring aidsF(P)SOs should use load cells for monitoring the load tension on tandem mooring systems. It is recommended that such equipment also be used for side-to-side operations.

Comments continued


4. Safety and security management4.1 Management of changeEvery F(P)SO should have a management of change procedure and formal risk management processes in place, demonstrating how hazards are identified and quantified and how the associated risk is assessed and managed.

Questions Y N N/A

4.1.1 Does the F(P)SO have a management of change (MOC) process?

4.1.2Does the MOC process include formal risk assessments that address any changes in design, manning or operation?

4.1.3Does the MOC process include a process for updating procedures, piping and instrumentation diagrams (P&IDs), instrumentation, etc.?

4.1.4Does the MOC process include formal risk assessments that follow on from the design case risk assessment for the F(P)SO?

4.1.5Are the risk assessments structured in accordance with the guidance so as to identify hazard events, assess the probability of occurrence, and determine the potential consequences of the event?

4.1.6Does the F(P)SO conduct periodic reviews of its facilities and operations to identify potential hazards, and the associated risks that may demonstrate the need for additional or revised risk assessments?

4.1.7 Are records of all reviews and assessments kept for inspection?

Comments


GuidanceEvery F(P)SO should have in place a management of change (MOC) process that covers changes to:

• Physical equipment.

Including modifications, both temporary and permanent, and use of replacement equipment that is not like-for-like.

• Operational set points.

Including, for example, changes to alarm points, trip points and control settings outside the design range.

• Critical personnel.

Covers situations where senior or critical personnel are substituted, either temporarily or permanently, by personnel not regularly undertaking the role.

The MOC procedure should include:

• A change review by suitably qualified personnel.

• A risk assessment process for assessing the implications of the change.

• A tracking and communication system, to ensure that all relevant personnel are aware of the changes.

• Updates to drawings/procedure/manuals/organisation charts as necessary.

• A review process to establish that the changes have achieved their desired purpose and to ensure that there are no new issues as a result of the change.

Comments continued


4.2 Safety programmeEvery F(P)SO should have an active and comprehensive safety programme designed to deliver a high level of safety performance.

Questions Y N N/A

4.2.1Does the F(P)SO have a safety programme designed to achieve the aims of a published safety policy?

4.2.2 Does the safety programme include the processes in the guidance?

4.2.3 Does the F(P)SO have monthly KPI’s against its Safety Performance?

4.2.4 Does the F(P)SO have a Behaviour Based Safety Programme?

Comments


GuidanceF(P)SOs should have an active and comprehensive safety programme designed to deliver a high level of safety performance.

The safety programme should be designed to achieve the aims of a published safety policy. Evidence of the programme’s effectiveness includes demonstration of a safety culture that is supported by each individual in the workforce.

The safety programme should have in place:

• Periodic emergency drills.

• Permit to work system.

• Incident reporting system.

• Near miss reporting process.

• Hazard identification and reporting system.

• Risk assessment process.

• Personal protective equipment requirements, including supply and use.

• Standards for housekeeping.

• Safe work practices and procedures.

• Safety meetings.

• Toolbox meetings and Job Safety Analysis (JSA) and Job Hazard Analysis (JHA).

• Work team briefings.

• Induction process for new personnel and contractors.

Comments continued


4.3 Emergency response planEvery F(P)SO should have a written, comprehensive and up-to-date emergency response plan.

Question Y N N/A

4.3.1Does the F(P)SO have a written, comprehensive, and up-to-date emergency response plan?

4.3.2 Is the emergency response plan specific to the F(P)SO?

4.3.3 Does the emergency response plan include the elements listed in the guidance?

4.3.4Are the scenarios within the emergency response plan based on a formal risk assessment?

4.3.5 Does the emergency response plan include a response to a salvage incident?

4.3.6Have the emergency management teams been trained in command and control and the company’s incident command system?

4.3.7Does the F(P)SO have a contract for Ship Stability and Damage Control with a reputable service company? Are Drills carried out for Damage Stability using this service?

Comments


GuidanceEvery F(P)SO should have a written, comprehensive and up-to-date emergency response plan.

The emergency response plan is an essential element of a F(P)SO’s ability to deal with an emergency in an orderly and effective manner.

The emergency response plan should be specific to the F(P)SO and should include the:

• Emergency management team for the F(P)SO.

• Emergency management team for the business unit or company.

• Training for emergency management teams.

• Linking arrangements with the national authorities, local administration, local emergency services and support services.

• Identification of people responsible for the management and implementation of elements of the defined activities.

• Contact details and resource information.

• An emergency response exercise programme.

The scenarios within the emergency response plan should be based on a formal risk assessment. The emergency response plan should address, at a minimum, the following emergency scenarios:

• Fire and explosion at the F(P)SO, or on/around a berthed vessel.

• Major escape of flammable and/or toxic vapours, gases, oil, or chemicals.

• Collisions and unintended contacts.

• Major incidents on offtake tankers, tugs, or other support vessels.

• Meteorological hazards such as threat of high winds, waves, and storms.

• Security breaches, including criminal and terrorist activities, sabotage, and threats against the F(P)SO or the offtake tankers.

• Helicopter incidents.

• Man overboard.

• Medical emergency.

• Loss of stability.

• Emergency incident on attending support vessels.

F(P)SOs should be prepared to effectively respond to an incident to ensure the integrity of the F(P)SO. It is recommended that a salvage response plan is developed in accordance with company policy, and that it include sections that address response strategy, operations, damage stability and data directories.

Comments continued


4.4 Emergency evacuationEvery F(P)SO berth should have a means of emergency evacuation to ensure personnel have a safe and secure method of exiting from normal work areas.

Questions Y N N/A

4.4.1Are there sufficient evacuation routes to meet the requirement that an alternative route is available if one is affected by an incident?

4.4.2Are evacuation routes located as far as practicable from process/high risk areas? Or, if this is not practicable, is protection provided?

4.4.3Does the emergency evacuation plan take into account the number of personnel to be evacuated?

4.4.4Are the evacuation arrangements discussed and agreed with the Masters of offtake tankers visiting the F(P)SO?

4.4.5Are records kept of the testing of emergency evacuation systems during emergency drills?

4.4.6 Are emergency escape routes free of trip hazards and clearly marked?

Comments


GuidanceEvery F(P)SO berth should have a means of emergency evacuation to ensure personnel have a safe and secure method of exiting from the F(P)SO in an emergency.

GeneralIt is necessary to provide a plan that will address the efficient evacuation of all personnel in the event of a serious emergency. There should be two escape routes. Each route should be located such that in the event of an incident, at least one provides a safe evacuation path that is sufficiently far from the incident to afford personnel protection during evacuation. If such spacing cannot be provided, the escape routes should be protected, where practicable, by fire walls/barriers or heat shields.

Unless otherwise defined, the primary emergency escape route is the day-to-day access route from normal work areas to the primary muster point. The secondary emergency escape route is defined as a separate access way, preferably located at a maximum practical distance from the primary escape route, which leads from the normal work areas to the secondary muster point.

Normal work areas are those where a F(P)SO operator would be expected to be located during normal operations.

Evacuation routes should be located as far away as practicable from high fire risk areas.

Emergency evacuation planThe emergency evacuation plan should take into account the number of personnel to be evacuated. It is important that the information on evacuation arrangements is provided to the Masters of offtake tankers visiting the F(P)SO. The evacuation arrangements for offtake tanker personnel will typically involve removing the offtake tanker from the F(P)SO.

The critical elements of the emergency evacuation plan include organisation, control, communications and the resources needed to put the plan into operation.

DrillsEmergency drills should include the testing of the emergency evacuation plan.

Comments continued


4.5 Risk managementThe layout of the field and design of the F(P)SO should address risks from external hazards and minimise internal hazards by good design practices.

Questions Y N N/A

4.5.1Are there procedures in place to avoid F(P)SO personnel being placed under time pressure to perform tanker loading operations in marginal weather conditions?

4.5.2

Does the operating manual have an up-to-date field layout showing the position of all structures and the potential obstructions, including subsea well head and potential MODU/workover vessel, locations, moorings and anchors? Offtake tanker approach routes and exclusion zones should also be depicted.

4.5.3Is the F(P)SO in an acceptable position and distance from other in-field obstructions for the size and manoeuvrability of offtake tankers used?

4.5.4Does the F(P)SO manager liaise with the surrounding fields regarding temporary obstructions (e.g. MODUs) that may affect offtake tanker approach and safe exit corridors? Is this information communicated to the incoming offtake tanker?

4.5.5Has the location and design of the F(P)SO been adequately documented and risk-assessed as being appropriate for the field?

4.5.6Does the F(P)SO comply with MARPOL requirements for side or raking end damage stability criteria?

4.5.7Are all the F(P)SO safety or production critical equipment located in a zone that cannot be damaged by a low energy collision near the offloading system?

4.5.8Is there a formal risk assessment demonstrating that the F(P)SO is fit for purpose? Is it available and understood by the operators and updated for subsequent field or F(P)SO changes?

4.5.9Does the F(P)SO layout address risks from external hazards and minimise internal hazards by good design practices in accordance with the guidance?

Comments


Guidance

Field layoutThe in-field F(P)SO installation should be matched to the type, station-keeping ability and size of the offtake tankers likely to be handled, including potential alternatives should the primary tankers be temporarily unavailable.

The offshore loading facility should be, at a minimum, ‘down environment’ (prevailing wind, wave, and current) at a distance from structures that are vulnerable to collisions or vessels that may have constrained manoeuvrability. The following may be used to calculate the minimum distance:

• Maximum allowable excursion of the subsea mooring system F(P)SO length.

• Mooring hawser length.

• Maximum mooring hawser extension.

• Maximum conventional tanker length.

• Maximum tow line length.

• Maximum tow line extension.

• Maximum length of the holdback tug.

• A risk based safety margin.

Depending on local legislation, and in accordance with UNCLOS Article 60.5, exclusion zones of up to 500 metres may be established around fixed structures.

Comments continued


Field-specific documentation and risk assessmentThe offshore loading F(P)SO should be provided with documentation that includes the field layouts, design basis, operating limit and procedures. Procedures and plans should be updated following formal risk assessments and hazard and operability analyses (HAZOPs) at various intervals. These may include concept selection, completion of the design, the start of operations and following significant change in the field.

Existing F(P)SOs that have equipment, support vessels or offtake tankers in service, but not meeting the original design basis or the minimum recommendations provided in this document, should base the continued use of such equipment on a formal risk assessment.

The layout of the F(P)SO should address risks from external hazards and minimise internal hazards by good design practices.

F(P)SO offload versus remote offload (CALM or pipeline) Offloading options can be split into the following categories:

Remote:

• Where the Cargo export is via a dedicated pipeline not using an offtake tanker.

• Where the offtake tanker offloads from a CALM buoy located at a distance from the F(P)SO to allow safe navigation to and from the CALM buoy reducing the risk of collision with the F(P)SO in event of a mechanical breakdown.

Integrated:

• Where the offtake tanker secures to the F(P)SO in tandem offtake mode. Due to the close proximity of the tanker to the F(P)SO additional safety measures should be assessed ensuring that the consequences of tanker collisions have been sufficiently mitigated to avoid damage to production plant, loss of stability (MARPOL damage criteria) or other escalation from a minor to a potential major pollution or safety incident.

F(P)SO designOf the layout design of F(P)SO sensitive or high-risk equipment should be such that they do not present a risk to other F(P)SO facilities and reduce their exposure to physical damage from external forces.

The layout design of the F(P)SO should take into account the need for emergency escape routes from potentially hazardous locations and the provision of safe muster points.

The layout design should also address the following requirements in a consistent manner throughout the F(P)SO:

• Fire-fighting system.

• Fire and gas alarm system.

• Gas detection.

• Environmental protection.

• Management of slops and oily water.

• Pipeline drainage, pipeline inspection and corrosion management.

• Open and closed drainage systems, including water separation and disposal.

• Vessel sampling points for tanks, tank entry and mooring work areas.

• Pump room (if fitted) ventilation and access control.

• Garbage management.

• Stray current protection.

• Provision of fixed lifesaving equipment.

• F(P)SO security.

In addition, due attention should be given to the provision of clear signs and notices to reinforce the design intent.


4.6 Water depth surveysEvery F(P)SO should have a clear understanding of the water depths within the F(P)SO’s safety zone.

Questions Y N N/A4.6.1 Is there a clear awareness of the water depth within the F(P)SO’s safety zone?

4.6.2 Does the F(P)SO have a depth survey of the field?

4.6.3Does the water depth require more frequent surveys to account for any potential siltation or scouring that may occur?

Comments


GuidanceF(P)SOs situated where access may be limited by water depth should maintain up-to-date records of the water depths.

When a new F(P)SO is built, to establish its baseline data either an initial depth survey should be undertaken or recent existing survey reports referenced.

At F(P)SOs where access may be limited by water depth and there is a history of siltation, surveys should be conducted at intervals not exceeding five years so that trends may be identified.

All surveys should be carried out by competent personnel and the results should conform to the established datum for the F(P)SO.

The F(P)SO should ensure that all internal and external interested parties are aware of any changes to the water depth.

Comments continued


4.7 SecurityEvery F(P)SO should have a security plan with procedures to address all security aspects identified from a security assessment of the F(P)SO.

Questions Y N N/A

4.7.1Has a security assessment been undertaken that has evaluated the minimum requirements contained in the guidance?

4.7.2Is a documented security plan that addresses all the issues arising from the security assessment available to F(P)SO personnel responsible for the implementation of the plan?

4.7.3 Is the security plan implemented?

4.7.4Are management responsibilities for implementation of the security plan clearly assigned?

4.7.5Is the plan periodically reviewed, updated, or amended to ensure its continued effectiveness?

4.7.6Is the F(P)SO required by the contracting government to comply with the measures to enhance maritime security provisions of SOLAS and the ISPS Code?

4.7.7Has the contracting government or its recognised security organisation approved the F(P)SO’s security plan, and has a Statement of Compliance of Port Facility (SoCPF) been issued?

4.7.8Has the F(P)SO confirmed that, where necessary, the contracting government has advised IMO that it has an approved security plan?

4.7.9 Is personnel access to the F(P)SO controlled?

4.7.10Is access to the F(P)SO controlled to prevent the admission of devices that may spark an ignition, such as matches, cigarette lighters, firearms, mobile phones and other portable electrical equipment?

4.7.11Are there procedures and controls established to prevent the introduction of alcohol and drugs?

4.7.12 Are the access control procedures developed in accordance with the guidance?

Comments


GuidanceF(P)SOs should have a security plan with procedures to address all security aspects identified from a security assessment of the F(P)SO.

Port facilities serving ships engaged on international voyages are required to comply with the measures to enhance maritime security detailed in the:

• International Convention for the Safety of Life at Sea (SOLAS) 1974 (as amended); and

• Parts A and B of the International Ship and Port Facility Security (ISPS) Code.

F(P)SOs that are not required to comply with the SOLAS and ISPS Code requirements are encouraged to consider them when developing their security plans.

The security assessment should include a risk analysis of all aspects of the F(P)SO’s operations in order to determine which parts of it are more susceptible and/or more likely to be the subject of a security incident.

A plan with procedures in place to control access to the F(P)SO should be in place. F(P)SO access should be restricted to prevent the admission of people who may have criminal intentions such as an intent to undertake a political demonstration or a terrorist attack. Where these events are expected, professional security support should be employed along with security surveillance systems.

Personnel access to the F(P)SO should be controlled to prevent the admission of sources of ignition such as matches, cigarette lighters, firearms, mobile phones and other portable electrical equipment. Controls should also address the introduction of other prohibited items, such as drugs or alcohol.

F(P)SO access arrangements and requirements must be communicated to vessels calling at the F(P)SO. Consideration may need to be given to remote monitoring of the perimeter using closed-circuit television.

Procedures for controlling access should be established and ought to address:

• The designation and marking of areas restricted to authorised personnel.

• Identify verification of F(P)SO personnel, contractors, vessel staff and visitors.

• Personnel safety and security requirement briefings.

• Physical search procedures for personnel and visitors (including baggage).

• Verification of identity of F(P)SO personnel, contractors, vessel staff and visitors.

Comments continued


4.8 Control of work – emergency shutdown of cargo transfer operationsEvery F(P)SO should have a procedure in place that categorises designated circumstances under which cargo operations between the F(P)SO and the offtake tanker must cease immediately.

Questions Y N N/A

4.8.1Does the F(P)SO have a procedure in place that designates circumstances under which cargo operations between the F(P)SO and the offtake tanker must immediately be stopped?

4.8.2Does the procedure identify the location of the emergency shutdown device, or the communication method to be employed, and any backup system?

4.8.3Do F(P)SO/offtake tanker operators know the location of the emergency shutdown device, the communication method to be employed and any backup system?

4.8.4Are the arrangements for emergency shutdown procedures and equipment to be used discussed and agreed at the pre-berthing conference?

4.8.5Are the consequences of an emergency shutdown of cargo operations considered in the design of the cargo systems (e.g. HAZOPS, risk assessment, cause and effects)?

4.8.6 Does the F(P)SO maintain records of testing of cargo operation emergency stops?

Comments


GuidanceF(P)SOs should have a procedure in place that designates circumstances under which cargo operations between the F(P)SO and the offtake tanker must immediately be stopped and describes the means of doing so.

CriteriaAt a minimum, the following circumstances would require emergency shutdown of cargo operations:

• Fire.

• Environmental spill.

• Gas release.

• Failure of mooring system integrity.

• Helicopter incident.

• Security breach.

• Extreme weather conditions.

• Loss of offtake tanker station keeping ability. • Significant cargo difference between the FPSO and the offtake tanker.

A specified tolerance difference between the F(P)SO and offtake tanker’s hourly cross-checked figures should be agreed. Should the tolerance be exceeded, a shutdown should be instigated until the difference can be reconciled.

The procedure should identify the location of the emergency shutdown device or the communication method to be employed and any backup system. Due regard should be given to the possible dangers associated with any emergency shutdown procedure, e.g. pressure surges and valve closure times.

Emergency shutdown procedures, together with the equipment to be used, should be discussed and agreed at the pre-berthing conference.

Comments continued


4.9 Environmental limitsEvery F(P)SO should have clearly defined environmental operating limits for the types and sizes of vessels visiting the F(P)SO.

Questions Y N N/A

4.9.1Do the applicable defined limits cover all operations associated with the arrival and departure of vessels, and the safe loading or discharge of products at the F(P)SO?

4.9.2Is information on environmental limits passed to the offtake tanker at the pre-berthing conference and, where applicable, formally recorded in the F(P)SO/offtake tanker operational agreement?

4.9.3Does the F(P)SO receive frequent weather forecasts and pass them to the offtake tankers?

4.9.4Are all offtake tanker station keeping and cargo operations adequately monitored from the F(P)SO central control room, using a combination of CCTV, instrumentation, deck inspections and/or support craft surveillance?

Comments


GuidanceF(P)SOs should have clearly defined environmental operating limits for all types and sizes of vessels visiting the F(P)SO. These limits should be documented in the F(P)SO’s operating procedures and the marine terminal handbook.

The defined limits should cover all operations associated with the arrival and departure of vessels and the safe loading or discharge of products at the F(P)SO. The F(P)SO should have a detailed plan to deal with the threat of extreme weather events, such as hurricanes/cyclones.

Limits will normally be based on ambient environmental conditions, such as:

• Wind speed and direction.

• Wave height and period.

• Current speed and direction.

• Swell conditions that may affect operations.

• Electrical storms.

• Environmental phenomena, such as ice movement.

• Extreme temperatures that might affect loading or unloading.

The environmental limits should define the thresholds for:

• Manoeuvring for arrival and berthing.

• Stopping loading or discharging.

• Disconnecting cargo hoses.

• Summoning tug assistance.

• Manoeuvring for un-berthing and departure.

Information on environmental limits should be passed to the offtake tanker at the pre-berthing conference and, where applicable, be formally recorded in the F(P)SO/offtake tanker operational agreement. Routine weather forecasts received by the F(P)SO should be passed to the offtake tankers.

Comments continued


4.10 F(P)SO/offtake tanker safety operational agreementEvery F(P)SO should have a procedure in place to ensure that a pre-berthing (for conventional offtake tankers) conference is undertaken and a F(P)SO/offtake tanker safety operational agreement is completed.

Questions Y N N/A

4.10.1Does the F(P)SO conduct a pre-berthing conference with the offtake tanker’s Master (or responsible officer) before the start of berthing operations?

4.10.2Is the information exchange formalised and are documents endorsed by both representatives?

4.10.3Does the safety operational agreement contain information in compliance with the guidance?

4.10.4 Is the safety operational agreement completed following a joint inspection?

4.10.5Are operations delayed until unsatisfactory items identified on the safety operational agreement are corrected?

4.10.6Where F(P)SO staff are physically involved with the checks on board, are personnel made aware of hazards and associated safety procedures?

Comments


GuidanceDetailed guidance on pre-berthing operational agreement can be found:

• For conventional tanker offtakes in the OCIMF Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO Facilities.

• For bow loading tanker offtakes in the Oil & Gas UK Tandem Loading Guidelines (OCIMF Guidelines for Bow Loading Tankers at Offshore Terminals in due course).

See 14.1 DP offtake tankers” for assessment questions on offtakes by DP tankers.

F(P)SOs should have a procedure in place to ensure that a pre-berthing conference (for conventional tankers) is undertaken, and a F(P)SO/offtake tanker operational agreement is completed.

The pre-berthing conference should be held between the F(P)SO’s company representative and the offtake tanker’s Master or responsible officer. The information exchanged should be formalised and documents endorsed by both parties.

As a minimum, the F(P)SO/offtake tanker safety operational agreement should include:

• Safety letter.

• HSS&E policy.

• Security declaration.

• F(P)SO conditions.

• Material safety data sheets.

• Fire and emergency instructions.

• Approved smoking area signs.

• Incident reporting requirements.

• Environmental reporting requirements.

• Pilot and Master information exchange.

• F(P)SO timesheet.

• Cargo loading plan.

• Cargo manifold layout.

• F(P)SO/offtake tanker safety checklist.

• Notes of protest.

• Emergency stop requirements.

• Communications.

Comments continued


4.11 F(P)SO/offtake tanker safety checklistEvery F(P)SO should have a procedure in place to ensure that the F(P)SO/offtake tanker safety checklist is completed as part of the F(P)SO/offtake tanker safety operational agreement.

Question Y N N/A

4.11.1Does the F(P)SO have a procedure to ensure that the F(P)SO/offtake tanker safety checklist is completed as part of the F(P)SO/offtake tanker safety operational agreement?

4.11.2Is the F(P)SO/offtake tanker safety checklist included in the F(P)SO’s marine terminal handbook?

4.11.3Are records kept of signed F(P)SO/offtake tanker checklists for each export from the F(P)SO?

4.11.4 Does the F(P)SO comply with the guidance?

4.11.5Is the F(P)SO/offtake tanker safety checklist repeated periodically throughout the offtake operation?

Comments


GuidanceThe F(P)SO should have a procedure in place to ensure that the F(P)SO/offtake tanker safety checklist is completed as part of the F(P)SO/offtake tanker safety operational agreement.

The checklist used should reflect the type of export undertaken (e.g. tandem, bow loading tanker, conventional tanker, side-by-side).

The F(P)SO/export checklist should include the content of the ISGOTT ship/shore safety checklist as applicable and should also include, but not be limited to:

• Discussion on the field layout, with the location of all infield structures and hazards to navigation included.

• Discussion on the location of subsea equipment, including pipelines, flowlines, risers and the associated prohibition of any anchor use.

• Availability and use of infield support vessels.

• Restrictions while within the limits of the F(P)SO’s safety zone.

• Compliance with the terminal handbook.

• Bridge watch (tandem) and cargo operations arrangements.

• Monitoring of hawser tension (tandem) and regular checks of bow chain stopper.

• Emergency and contingency planning.

At F(P)SOs where there is no exchange of personnel between the F(P)SO and the offtake tanker, the signed critical safety documents should be exchanged between units via fax or email.

Comments continued


4.12 F(P)SO/offtake tanker cargo operations checklistEvery F(P)SO should have a procedure in place to ensure that a F(P)SO/offtake tanker cargo operations checklist is completed as part of the F(P)SO/offtake tanker safety operational agreement.

Questions Y N N/A

4.12.1Is the F(P)SO/offtake tanker cargo operations checklist included in the F(P)SO marine terminal handbook?

4.12.2Are records kept of the signed F(P)SO/offtake tanker cargo operations checklist for every export from the F(P)SO?

4.12.3 Does the F(P)SO comply with the guidance?

Comments


GuidanceThe F(P)SO should have a procedure in place to ensure that the F(P)SO/offtake tanker safety checklist is completed as part of the F(P)SO/offtake tanker safety operational agreement.

The checklist developed should reflect the type of export undertaken (e.g. tandem, side-by-side).

The F(P)SO/offtake tanker checklist should include the ISGOTT guidelines on the ship/shore safety checklist and should also include, but not be limited to:

• Discussion on the field layout, with the location of all infield structures and hazards to navigation included.

• Discussion on the location of subsea equipment, including pipelines, flowlines, risers, and the need for anchors to be secured while in the field.

• Availability and use of infield support vessels.

• Restrictions while within the limits of the F(P)SO’s safety zone.

• Compliance with the terminal handbook.

• Bridge watch (tandem) and cargo operations arrangements.

• Monitoring of hawser tension (tandem) and regular checks of bow chain stopper.

• Emergency and contingency planning.

Comments continued


4.13 Personnel transferF(P)SOs should have provisions for the safe transfer of personnel to and from the F(P)SO.

Questions Y N N/A

4.13.1 Does the F(P)SO meet the criteria contained in the guidance?

4.13.2 Does the F(P)SO have approved and certified personnel transfer equipment?

4.13.3 Does the F(P)SO have cranes certified for personnel transfer?

4.13.4 Have all transferring personnel received training for safe transfer operations?

4.13.5 Are all crane operators and signalmen competent for the operation?

4.13.6Does the F(P)SO meet the requirements for helicopter operations as listed in the guidance?

Comments


GuidanceF(P)SOs should have provisions to safely transfer personnel to and from the F(P)SO.

Personnel transfer equipmentEquipment used to transfer personnel between the F(P)SO and the vessel, such as a rigid basket and rigid capsule personnel basket.

Combination ladderThis is a straight, lightweight bridging structure (accommodation ladder) fitted with side stanchions and handrails. The steps are either self-levelling or large radius non-slip treads. It is rigged parallel to the vessel’s side on a retractable platform fixed to the vessel’s deck. A pilot ladder, as specified by the International Maritime Organization (IMO), (SOLAS Regulation V/23 and IMO Resolution A.1045(27)), should be rigged with the accommodation ladder and should be no longer than 9m.

Helicopter transfersPersonnel are transferred by helicopter using either winching or landing onto the tanker.

Comments continued


Accommodation laddersAccommodation ladders should meet, and be used in accordance with the following criteria:

• Clear walkway.

• Continuous handrail on both sides.

• Adequate lighting.

• A maximum safe operating inclination established for accommodation ladders without self-levelling treads or steps.

• Lifebuoys available with light and line.

• A ship’s officer in attendance.

• IMO regulations.

Pilot ladders

Pilot ladders should meet, and be used in accordance with, the following criteria:

• Clear walkway.

• Continuous grab lines on both sides.



• A ship’s officer in attendance.

• IMO Conventions and Circulars

Personnel transfer

Personnel transfer devices should meet, and be used in accordance with, the following criteria:

• Clear access.


• Lifting equipment certified for personnel transfer.


Personal protective equipment Suitable personal protective equipment (PPE), including personal flotation devices, should be worn during all personnel transfers.

Routine maintenance• All personnel transfer devices, accommodation ladders and pilot ladders should be

maintained, inspected, and tested.

• Where required, lifting equipment should be inspected and certified.

• A checklist should be completed for safety checks on personnel transfer equipment before first use at each transfer operation.

Helicopter operations

Helicopter operations should meet the following criteria:

• Personnel trained in winching operations (if used).

• Company-approved helicopters.

• Personnel trained in helicopter safety and operations.

• F(P)SO has appropriate safety equipment as per ICS Guide to Helicopter/Ship Operations.

• Offtake tankers vetted, before arrival, for their ability to accommodate helicopter operations.


4.14 Lifesaving appliances and first aid/medical equipmentEvery F(P)SO should provide lifesaving appliances and first aid/medical coverage and equipment suitable for the activities and staffing of the F(P)SO.

Questions Y N N/A

4.14.1Is the lifesaving and first aid/medical equipment carried suitable given the likely hazards?

4.14.2Is the equipment accessible, maintained, and in good condition, with responsibilities for the equipment clearly identified?

4.14.3 Are personnel trained in the correct use of all equipment provided at the F(P)SO?

4.14.4Does the F(P)SO meet regulatory requirements for lifesaving appliances and first aid/medical coverage?

4.14.5Does the F(P)SO have a procedure for medical emergency assistance, including personnel on offtake tankers and other infield vessels?

Comments


GuidanceEvery F(P)SO should provide lifesaving appliances and first aid equipment suitable for the activities and staffing of the F(P)SO.

Suitable equipment to address the consequences of probable hazards could include:

• Emergency escape breathing devices (EEBDs).

• Respiratory protective equipment.

• Personal gas monitors.

• Lifeboats and rescue boats.

• Life rafts.

• Flotation aids, including life rings and life vests.

• First aid kits.

• Showers and eyebaths.

• Stretchers.

• Resuscitation equipment.

• Defibrillator.

• Equipped hospital.

• Medical locker.

• Medicines.

• Intrinsically safe torches and flash lamps.

• Portable radios.

Equipment should be accessible and maintained in good order. Responsibilities for the equipment should be clearly identified.

Personnel should be trained in the correct use of any equipment provided at the F(P)SO.

Comments continued


4.15 Fire protectionEvery F(P)SO should have fire-fighting capabilities suited to the type and volume of cargo being handled.

Questions Y N N/A

4.15.1 Is the F(P)SO’s fire-fighting capability sufficient to meet the guidance?

4.15.2 Is the F(P)SO’s fire-fighting capability based on a formal risk assessment?

4.15.3Is the F(P)SO’s fire-fighting equipment inspected and tested on a regular basis, both to ensure its condition and to make personnel familiar with it?

4.15.4Does the F(P)SO have a process in place to identify the isolation of critical fire-fighting equipment?

Comments


GuidanceF(P)SOs should have fire-fighting capabilities suited to the type and volume of cargo being handled.

The fire-fighting capabilities and equipment for the F(P)SO should be based on regulatory requirements, where applicable as a minimum. In the absence of adequate regulations, capabilities should be based on the outputs of a formal risk assessment. The risk assessment should take into account the:

• Sizes of the vessels that can be accommodated at the F(P)SO.

• F(P)SO’s location.

• Nature of the cargo.

• Potential impact if the product is released.

• Areas to be protected.

• Level of training and experience of the available emergency response personnel.

• Number of people onboard.

• Number of trained firefighters available.

The equipment to be considered for the F(P)SO includes:

• Fire water sources.

• Fire water pumps (numbers and capacities).

• Foam requirements.

• Onsite system and reserve supplies – foam type should be compatible with products handled.

• Foam and firewater delivery systems (e.g. monitors, pipelines, hoses, hydrants, deluge systems, etc.).

• Dry powder systems.

• Portable fire extinguishers.

• Firefighter’s outfits.

• Protective clothing.

• Breathing apparatus (air supply, reserve cylinders, compressors).

• Firefighting support vessels.

• Fire or explosion protection of essential equipment.

Comments continued


4.16 Occupational healthAll F(P)SOs should have procedures in place to protect personnel against occupational health risks.

Questions Y N N/A

4.16.1Does the F(P)SO procedure cover all the guidance topics mentioned below relevant to its operations?

4.16.2 Have all appropriate/associated health hazards been identified?

4.16.3 Are identified health hazards being effectively controlled?

4.16.4Are adequate precautions taken when ullaging or sampling cargoes with high concentrations of hydrogen sulphide (H2S), benzene, or other toxic gases?

4.16.5Are procedures in place to ensure personal protective equipment (PPE) is provided and its use enforced?

4.16.6 Has the F(P)SO identified where personal flotation devices (PFDs) must be worn?

4.16.7Are material safety data sheets (MSDS) readily available for all products and chemicals at the F(P)SO?

4.16.8 Are MSDS located where chemicals are stored and used?

4.16.9 Does the F(P)SO have procedures in place to protect visitors’ health?

4.16.10Does the F(P)SO have a hierarchy of controls in place to minimise exposures as per the guidance?

4.16.11 Does the F(P)SO have a drug and alcohol policy?

4.16.12 Does the drug and alcohol policy apply to personnel on offtake tankers?

4.16.13Does the F(P)SO have a policy on weight management with reference to safe entry / rescue from confined spaces and safe access / rescue from a helicopter event?

4.16.14

Does the F(P)SO have a policy or guidance on exposure to inherent toxic material that may be found in certain “Crude Oil” during human intervention by opening up equipment and devices containing hydrocarbons / tanks entry?

a: Mercury

b: NORMS

c: Etc..

Comments


GuidanceAll F(P)SOs should have procedures in place and the equipment (portable gas analysers and personal gas meters etc.) available to protect personnel against health risks.

Risk assessments should take into account any occupational health implications. Occupational health topics should be considered as an agenda item for all F(P)SO safety meetings.

ProtectionF(P)SOs should provide all onsite personnel with protection against the following, where applicable:

• Harmful and toxic vapours.

• Hydrocarbons.

Comments continued


• Benzene.

• Hydrogen sulphide (H2S).

• Mercaptans.

• Chemicals.

• Smothering agents (carbon dioxide (CO2), nitrogen (N), inert gas).

• Products of combustion.

• Dust (particulates).

• Asbestos.

• Chemical powders.

• Grit and dirt.

• Naturally occurring radioactive material (NORM).

• Performance impairment (drug and alcohol policy).

• Harmful and toxic liquids and gases.

• Oil/petroleum products and chemicals present or used onsite.

• Mercury.

• Corrosive liquids (e.g. acids, alkalis).

• Physical injury.

• Slip and trip hazards.

• Bump hazards.

• Dropped objects.

• Lifting injury (manual handling procedures).

• Crushing caused by moving loads.

• Electrical shock.

• Effect of heat and cold.

• Noise and vibration.

• Injury due to fatigue (hours of work policy).

InformationHealth and safety information for products and chemicals should be made available by the provision of Material Safety Data Sheets (MSDSs). MSDSs for cargo should be provided to all vessels loading at the F(P)SO. Infield support vessels should also be provided with MSDSs as required.

ManagementThe hierarchy of controls that should be put in place to minimise exposures are:

1. Elimination of the hazardous chemical.

2. Substitution with a less hazardous material.

3. Engineering controls to eliminate exposure.

4. Administrative controls such as permit to work system, job safety analysis, procedures.

5. Use of personal protective equipment (PPE) is the last option to protect workers.

Procedures should be in place to minimise exposure to occupational health hazards:

• Risk assessments should be performed.

• Control systems should be implemented.

• Personnel should be given awareness training on hazards and control measures.

VisitorsVisitors to the F(P)SO should be made aware of the procedures in place and should be requested to comply with them and/or be isolated from risk during their visit. F(P)SOs should consider providing visitors with distinctive coloured safety helmets or armbands to identify them as personnel unfamiliar with the site and its relevant procedures.


5 Electrical equipment5.1 GeneralEvery F(P)SO should ensure that all electrical equipment is provided in accordance with a site-specific area electrical classification drawing that shows the F(P)SO’s hazardous zones in plan and elevation.

Questions Y N N/A

5.1.1Is all electrical equipment rated correctly for the zone where it is located, and in accordance with the site-specific area electrical classification drawing that shows the F(P)SO’s hazardous zones in plan and elevation?

5.1.2Does the F(P)SO’s planned maintenance system include hazardous area equipment inspections?

5.1.3Are personnel undertaking maintenance of equipment in hazardous zones trained and certified competent?

5.1.4 Is all electrical equipment maintenance covered by a permit to work system?

5.1.5Does the F(P)SO have a high-voltage switching procedure, and is high voltage defined?

Comments


GuidanceF(P)SOs should ensure that all electrical equipment is provided in accordance with a site-specific area electrical classification drawing that shows the F(P)SO’s hazardous zones in plan and elevation.

F(P)SOs should define the zones and establish the type of equipment that is to be installed in each zone. National legislation, international standards and company-specific guidelines should be addressed. The continued integrity of the equipment provided to meet zone requirements should be addressed within the F(P)SO’s planned maintenance system.

Personnel carrying out maintenance on equipment within hazardous zones should be trained and certified competent by an internal process, or as required by regulatory bodies. All electrical maintenance should be carried out under the control of a permit to work system.

Comments continued


5.2 Portable electrical and electronic equipmentEvery F(P)SO should have procedures to manage the use of portable electrical and electronic equipment within the hazardous areas of the F(P)SO.

Questions Y N N/A

5.2.1Do the procedures address restrictions on the use of portable electrical and electronic equipment listed in the guidance?

5.2.2Does the F(P)SO ensure that any portable electrical or electronic equipment that is to be used in a hazardous zone is either approved as intrinsically safe or certified for use in hazardous areas in accordance with the procedures?

5.2.3Is the use of non-approved equipment in hazardous areas covered by a procedure and permitted only under the control of a permit to work system?

5.2.4Does the F(P)SO have a regular test and tag system in place for all portable electronic devices?

Comments


GuidanceThe F(P)SO should have procedures to manage the use of portable electrical and electronic equipment.

Portable electrical and electronic equipment includes, but is not limited to:

• Portable radio transceivers (walkie talkies).

• Mobile telephones (cell phones).

• Radio receivers.

• Electronic cameras.

• Torches and flashlights.

• Power tools.

• Portable lights on extension cords.

• Electrically powered fans.

• Computers.

• Calculators.

• Personal digital assistants (PDAs).

• Berthing aids.

Any of the listed equipment that is to be used in a hazardous zone is to be either approved as intrinsically safe or certified for use in hazardous areas.

F(P)SOs should have written procedures for the control of portable electrical equipment, including personal equipment used within the accommodation. These procedures should include testing frequency and tagging and should be rigorously enforced.

The use of non-approved equipment in hazardous areas should be permitted only under the control of a permit to work system, which includes atmospheric testing to ensure the area is safe.

Comments continued


5.3 LightingEvery F(P)SO should have an adequate level of lighting to ensure that all F(P)SO activities can be safely conducted during periods of darkness.

Questions Y N N/A

5.3.1In the absence of appropriate national or international engineering standards for lighting levels, is consideration given to the lighting levels of work areas in accordance with the guidance?

5.3.2 Is emergency lighting available from a secondary power source?

5.3.3 Is the lighting system included in the F(P)SO’s maintenance programme?

5.3.4Does the hazardous area equipment register have a record of all the equipment in the lighting system that is located in hazardous areas?

Comments


GuidanceF(P)SOs should have an adequate level of lighting to ensure that all F(P)SO activities can be safely conducted during periods of darkness.

Lighting levels should meet, at a minimum, national or international engineering standards, but consideration is to be given to:

• Egress and escape routes.

• Boat landings.

• Mooring work areas.

• Manifold areas.

• Lay down areas.

• Stairways to elevated gantries.

• Lighting of the water around the F(P)SO.

• Process areas and machinery spaces.

Emergency lighting should be provided from a secondary power source.

The lighting system should be included in the F(P)SO’s maintenance programme.

Comments continued


6. Pollution prevention and environmental management6.1 Pollution prevention – emergency isolation of cargo transfer The F(P)SO should have a means of isolating export cargo lines in an emergency.

Question Y N N/A

6.1.1 Does the F(P)SO have a means of isolating export cargo lines in an emergency?

6.1.2 Are isolation valves fitted at the export manifold for each unloading line?

6.1.3Are automated isolation valves inspected on a routine basis to ensure operational integrity?

6.1.4 Are isolation valve closure times set to avoid surge pressures?

Comments


GuidanceDuring the F(P)SO design phase a surge analysis study should be completed which describes the likely surge pressures that could be experienced and advises the mitigation measures that should be included in the design. These should include, but not be limited, to:

• The means to isolate export cargo lines in an emergency.

• Isolation valves should be fitted at the export manifold for each unloading line.

• Automated isolation valve closing time should be set so as to prevent an unacceptable surge in pressure.

The need for additional remotely-operated isolation valves within the F(P)SO’s cargo system may be determined by a risk assessment addressing scenarios such as fire, explosion or damage from impact.

Comments continued


6.2 Cargo drainage and containmentEvery F(P)SO should have provisions for managing any operational spillages, and for safely draining and flushing the cargo transfer system, including hoses.

Questions Y N N/A

6.2.1Does the F(P)SO have an acceptable closed system for clearing the cargo transfer lines with written operating procedures for the type of system used?

6.2.2Does the F(P)SO have an adequate provision for the containment of spills emanating from manifolds, sample points, valves, and other connections?

6.2.3 Is consideration given to storm/rain water management?

6.2.4Are unused hoses, manifold connections, drains, vents and gauge connections suitably blanked or capped? Are blank flanges fully bolted and of the same rating as the system to which they are attached?

6.2.5 Does the F(P)SO have a dedicated hose flushing manifold?

6.2.6 Are there written procedures for hose flushing operations?

6.2.7Does the F(P)SO have a policy/guidance on hose contents during periods between offtakes? i.e. Is hose kept with crude product or kept with flush water?

Comments


GuidanceThe F(P)SO should have provisions for safely draining the cargo transfer system, including hoses, and for managing any operational spillages.

The questions are written specifically about the F(P)SO managing line drainage, spills, etc. without recourse to an offtake tanker – i.e. handled internally to the F(P)SO. The hose flushing referred to in this question set is flushing back to the F(P)SO itself, not to another vessel, via the flushing manifold on the FPSO. The tanker rail hose end is connected to an F(P)SO flushing manifold and water circulated back to the F(P)SO.

Surface drainageSurface drainage control is an important aspect in preventing pollution and isolating possible spill fires. There should be provision for:

• Containment at the cargo manifold areas, where applicable.

• Procedures for the collection of residues, draining, and disposal.

• Procedures for the safe disposal of accumulations of rain water and other environmentally friendly discharges.

• Draining pipelines and hoses for routine maintenance and testing.

• A dam in front of the fire safety bulkhead to prevent liquids reaching the bulkhead.

Cargo transfer system drainage requirementsThe F(P)SO should have a closed system for clearing the cargo transfer lines. Acceptable systems include:

• Pump back system into the cargo line.

• Drain line from the hose directly to a tank.

• Clearing with water to a flushing manifold.

• Displacement with nitrogen/air (as applicable to cargo).

There should be written operating procedures for the type of system used.

Cargo containmentEach F(P)SO should have a system for containment of spills emanating from manifolds, sample points, valves and other connections. The F(P)SO should have a plan for preventing accumulation of product and avoiding overflow. Consideration should be given to storm/rain water management.

Unused hoses, manifold connections, drains, vents and gauge connections should be suitably blanked or capped. Blank flanges should be fully bolted and of the same rating as the system to which they are attached.

Comments continued


6.3 Oil and chemical spill response planEvery F(P)SO should be equipped and prepared to effectively respond to a spill and have a comprehensive and up-to-date oil and chemical spill response plan.

Questions Y N N/A

6.3.1Does the oil and chemical spill response plan meet the minimum requirements in the guidance?

6.3.2 Is the F(P)SO equipped to effectively provide a Tier 1 response to a spill?

6.3.3 Does the F(P)SO have access to Tier 2 and Tier 3 spill response levels within the plan?

6.3.4 Is the inventory of response equipment consistent with that stated in the plan?

6.3.5 Is the equipment maintained and ready for immediate deployment?

6.3.6Where approved for use, are there sufficient licensed dispersant stocks readily available to treat the spill?

6.3.7 Are MSDS available for each type of dispersant product?

6.3.8Are supplies of suitable absorbent materials available to clean up small spills on or near the F(P)SO?

6.3.9Does the programme include notifications, table top exercises and equipment deployment?

6.3.10 Does the F(P)SO participate in local and/or national spill drills?

6.3.11Are the results of the drills documented to identify any required follow-up actions, and are these effectively closed out?

Comments


GuidanceF(P)SOs should be equipped and prepared to effectively respond to a spill, and have a comprehensive and up-to-date oil and chemical spill response plan.

It is recommended that the plan be developed in accordance with the company’s policies and it should include sections that address response strategy, operations and data directories.

The plan should include:

• Identification of an owner responsible for the plan.

• A document control section that identifies copyholders and revisions.

• Scope, including operations, type of pollutants likely to be released, and a map of the geographic area.

• Description of the response strategy for the Tier 1 response to cover all the potential pollutant types.

• Identification of the spill response organisation.

• A spill risk assessment section that lists all credible spill scenarios.

• A clear link between the potential size of the spill and the tier response.

• Clearly defined Tier 1, Tier 2, and Tier 3 responses.

• Action checklists for members of the spill response organisations.

• Health and safety guidance for spill situations.

• Spill size assessment guide.

• Reporting procedures required by the company and authorities.

• Notification section, including current contact details, which is regularly reviewed.

• Inventory of F(P)SO clean up resources.

• Inventory and location of out-of-area resources.

• Reference to hydrographical charts and sensitivity maps for the scope of the plan.

F(P)SOs should take due account of any national or local regulations that may differ from this guidance.

The F(P)SO’s oil and chemical spill response plan should link to the local plan, national plan and any regional plan.

Supplies of suitable absorbent materials should be available to clean up small spills on or near the F(P)SO.

F(P)SOs should periodically carry out oil spill response drills that include notifications, table-top exercises and equipment deployment. F(P)SOs should participate in local, regional, and national spill drills to test equipment and ensure the capability of personnel. Drills and their outcomes should be documented to identify any required follow-up actions.

Comments continued


6.4 Protection of the environment from pollution and emissionsEvery F(P)SO should have procedures in place for the treatment or control of waste and harmful emissions generated as a result of its operations.

Questions Y N N/A

6.4.1 Does the F(P)SO have an approved waste management plan?

6.4.2Does the F(P)SO comply with all applicable local, national and international regulations and/or operational restrictions associated with environmental protection?

6.4.3 Does the F(P)SO use a sewage treatment plant?

6.4.4 Does the F(P)SO actively recycle?

6.4.5Does the F(P)SO have active garbage segregation requirements and are they being correctly observed?

6.4.6

Does the F(P)SO have guidance on Oil Record Book entries for cargo and engine room tanks whilst connected to the risers?

Are these records in line with IMO’s Guidance on Application of Marpol for F(P)SO’s (MEPC 139-53 and updates) and Marpol?

6.4.7Does the F(P)SO have approval and clear guidance on transfer of engine room bilges to cargo slop tank (Class and/or Flag state approval)?

Comments


GuidanceF(P)SOs should have procedures in place for the treatment or control of waste and harmful emissions generated as a result of its operations.

Every F(P)SO should have an approved waste management plan to include the handling and disposal of garbage and, as appropriate, oil, oil mixtures and noxious liquid substances.

In addition, F(P)SOs should comply with all regulations or operational restrictions associated with:

• Ballast water management (harmful aquatic organisms).

• Volatile organic compound (VOCs) emissions.

• Greenhouse gas emissions (GHGs).

• Nitrous oxides (NOX) and sulphur dioxide (SOX) emissions.

• Sewage.

• Recycling.

• Garbage.

Comments continued


7. Structural condition7.1 General – structural surveysEvery F(P)SO should be structurally surveyed as part of an integrated inspection and maintenance programme.

Questions Y N N/A

7.1.1Is the F(P)SO structurally surveyed as part of an integrated inspection and maintenance programme?

7.1.2Do suitably qualified personnel carry out structural surveys and inspections at defined intervals?

7.1.3Is the scheduling and conduct of structural surveys included in the F(P)SO’s maintenance procedures?

7.1.4Are there procedures for following up on deficiencies identified in structural surveys?

7.1.5Are tank (cargo, ballast and slops) coatings and anodes (where fitted) maintained and appropriate for the intended service?

7.1.6If tanks are being used outside of their originally intended service, has a documented risk assessment been completed?

7.1.7 Is there a planned inspection programme for the F(P)SO’s void spaces?

7.1.8Is selected testing of material thickness carried out at a maximum of five-year intervals, particularly in the area on the hull between minimum and maximum draft?

7.1.9Is the output from the impressed current cathodic protection (ICCP) system regularly checked to determine the protective barrier’s effectiveness?

7.1.10

Is there a planned inspection programme for the F(P)SO’s tanks (cargo, ballast, void spaces) based on Class Approved Survey program and/or Risk Based Inspection / Performance Based Inspection Regime that is accepted/approved by Class /Flag state?

7.1.11Does the F(P)SO comply with IMO’s Guidance on Application of Marpol for F(P)SO’s (MEPC 139-53 and updates) and updates?

Comments


GuidanceThe F(P)SO should be structurally surveyed as part of an integrated inspection and maintenance programme.

All structural surveys and inspections should be carried out by suitably qualified personnel at intervals not exceeding five years. Inspections should be based on the International Association of Class Societies (IACS) rules or, where not classed, on documented risk assessments.

Guidance on scheduling and conducting structural surveys should be included in the F(P)SO’s maintenance procedures. This should include procedures for following up on deficiencies identified and programming future inspections.

Documented visual inspections of the structural integrity should be undertaken. These should include an assessment and record of the condition of steelwork and the extent of any corrosion. The condition of protective coatings should be checked and any breakdown recorded.

Where fitted, impressed current cathodic protection (ICCP) system records should be studied for changes of output readings over a period of time. This will assist in determining the need for underwater structural inspection, or the need to carry out maintenance on the ICCP system.

F(P)SO Operator may have acceptance / approval from Class / Flag State on equivalent level of structural integrity by way of Risk Based Inspection or Performance Based Inspection regime in reference to compliance with Enhanced Survey Programme for Tankers.

F(P)SO’s are not to be categorised as Oil Tankers for the purposes of Solas and therefore are subjected to Marpol Annex-1 using the IMO Guidance on the Application of Marpol Annex-1 to FPSO’s (MEPC 139-53 and updates).

Comments continued


7.2 Maintenance, inspection and testing programmeEach F(P)SO should have a planned general maintenance, inspection and testing programme to ensure the integrity of the F(P)SO’s systems.

Questions Y N N/A

7.2.1Does the F(P)SO have a planned general maintenance, inspection and testing programme to ensure the integrity of the F(P)SO’s systems?

7.2.2Are maintenance activities for equipment undertaken under the control of a permit to work system?

7.2.3Are maintenance and inspection programmes conducted by competent trained personnel?

7.2.4Are maintenance and inspection strategies based on a process of formal risk based management, regulatory requirements, company procedures and recognised industry practices?

7.2.5 Are maintenance strategies reviewed regularly and updated?

7.2.6Does the F(P)SO have a management of change (MOC) process to capture any changes to strategies and maintenance procedures?

7.2.7 Are critical items of equipment identified?

7.2.8Does the F(P)SO’s planned maintenance and inspection system cover all critical equipment?

7.2.9Are records kept of all planned maintenance, tests and inspections, as well as all defects and remedial maintenance?

7.2.10 Are records of periodic operational tests kept for the safety equipment?

Comments


GuidanceEach F(P)SO should have a planned general maintenance, inspection and testing programme to ensure the integrity of the F(P)SO’s systems.

Maintenance and inspection programmes should be based on a process of formal risk management, regulatory requirements, company procedures and practices and recognised industry practices. Maintenance and inspection programmes should only be conducted by competent personnel who are specifically trained in the particular activity.

Maintenance activities for equipment in all areas should be undertaken under the control of a permit to work system.

Planned maintenance and inspectionCritical items of equipment should be identified and maintenance routines established. The system should provide maintenance and inspection requirements for equipment that may include, but not be limited to:

• All operational equipment.

• Pipeline systems.

• F(P)SO structure and systems.

• Cathodic protection.

• Lifting equipment.

• Lifesaving appliances.

• Fire-fighting appliances.

• Protective safety devices, including emergency shutdown (ESD) systems, breakaway couplings, flame screens, and P/V valves.

• Pollution prevention equipment.

• Calibration of fixed and portable gas testing instruments.

• Communication systems.

• Security systems.

• Utility systems.

• Cargo systems.

• Process systems.

Manufacturers’ guidelines should be used whenever available and applicable.

Records should be kept of all planned maintenance, tests and inspections, as well as all defects and remedial maintenance.

Operational testingA record of periodic operational tests should be kept for the following safety equipment:

• Fire detection.

• Gas detection.

• Standby machinery.

• Emergency machinery.

• Shutdown systems.

• Lifeboats and davits.

Comments continued


8. Operations8.1 Offtake tanker compatibility criteriaEvery F(P)SO should have a definitive and comprehensive list of tanker dimensional criteria for potential offtake tankers that the F(P)SO may use.

Questions Y N N/A

8.1.1 Does the F(P)SO have a list of tanker acceptance criteria for each export location?

8.1.2Is the list of tanker acceptance criteria for each export location in accordance with the guidance?

8.1.3 Are additional limitations specified as described in the guidance?

8.1.4Do restrictions consider all aspects, including F(P)SO size, water depth, mooring equipment, weather conditions and environmental effects?

8.1.5 Is this information made available both internally and externally?

Comments


GuidanceEvery F(P)SO should have a definitive and comprehensive list of tanker dimensional criteria for potential tankers that may export from the F(P)SO.

This information, which should be made available to both internal and external contacts, should include:

• Maximum draft (where appropriate).

• Maximum draft should be determined in consultation with the F(P)SO and should be based on the restricting depth at the F(P)SO or in the approaches.

• Maximum displacement.

• The full load displacement figure should be quoted to define the maximum size of offtake tankers acceptable at the F(P)SO.

• A maximum displacement figure may also be quoted for the berthing operation as per the basis of design.

• Length overall (LOA).

• The maximum length of the offtake tanker should be quoted to define the maximum size of offtake tankers acceptable at the F(P)SO.

In addition, F(P)SOs may specify further limitations, for example:

• Bow to centre manifold (BCM).

• Minimum parallel body length required forward and aft of the manifold, to ensure that the offtake tanker will rest against the fenders when in position with the cargo transfer connection made.

• Suitable mooring arrangements and SWLs to meet F(P)SO mooring requirements.

• Minimum crane requirements if required to lift hoses amidships.

In defining these criteria, care should be taken in establishing the baseline data from which they are derived and ensuring that they are correctly reconciled. F(P)SOs should clearly identify the units of measurement used.

Comments continued


8.2 Tanker vetting verificationEvery F(P)SO should have a procedure in place to ensure that vessels accepted to call at the F(P)SO meet minimum standards of safe operation, as established by the F(P)SO and the company’s vetting system.

Questions Y N N/A

8.2.1Does the F(P)SO have a procedure in place to ensure that vessels accepted to call at the F(P)SO meet minimum standards of safe operation, as established by the F(P)SO and the company’s vetting system?

8.2.2Is vessel acceptability based on the evaluation of data of industry programmes, as detailed in the company’s vetting system?

8.2.3Does the F(P)SO have a process in place to determine if a vessel is unsuitable on arrival at the F(P)SO?

8.2.4In the event that a vessel is found to be unsuitable on arrival, is there a documented procedure in place to deal with the situation?

8.2.5Does the F(P)SO provide feedback information on the vessel’s performance or deficiencies?

Comments


GuidanceF(P)SOs should have a procedure in place to ensure that vessels accepted to call at the F(P)SO meet minimum standards of safe operation, as established by the F(P)SO and the company’s vetting system.

Vessel acceptability should be determined by the F(P)SO and the company’s vetting system.

Where F(P)SOs have specific requirements or limitations, procedures should be in place to ensure that only acceptable vessels are allowed at the F(P)SO. A documented procedure should be in place to address the F(P)SO’s response if a vessel is found to be sub-standard on arrival.

Irrespective of the vetting result, the F(P)SO should retain the right to reject nominated vessels, provided it has justifiable grounds to do so.

F(P)SOs should provide feedback information on the vessel’s performance or deficiencies to the commercial and vetting departments.

F(P)SOs offloading to tankers have additional considerations and requirements to address with respect to offtake tanker acceptance.

These are primarily described in the following OCIMF publications:

• Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO Facilities.

• Offloading Guidelines for Bow Loading Tankers at Offshore Terminals (to be issued in due course).

Comments continued


8.3 PilotageEvery F(P)SO should have processes in place to ensure that, where required, pilotage services are available for the operations.

Questions Y N N/A

8.3.1Does the F(P)SO have processes in place to ensure that pilotage activities are available for the operations undertaken?

8.3.2Does the F(P)SO have suitably trained and competent pilots available to handle offtake tankers?

8.3.3Is there a process that clearly defines the steps to follow should the pilot become incapacitated during an export operation?

8.3.4 Does the F(P)SO have a pilot/Master interface procedure?

8.3.5 Is there an audit system in place to ensure that pilotage standards are maintained?

8.3.6Has the F(P)SO’s management assured itself that offtake tanker movements within the field are effectively monitored and controlled?

8.3.7Are pilots provided with updated portable berthing units to carry on board the offtake tanker?

Comments


GuidanceF(P)SOs should have processes in place to ensure that, where required, pilotage services are available for the operations.

PilotageF(P)SOs should ensure that trained and competent pilots are available to handle offtake tankers nominated to call at their F(P)SOs. In some cases, a company-managed pilotage/mooring master service may be provided by the F(P)SO, in which case processes should be in place to ensure competence.

Berthing aidsF(P)SOs should consider the use of berthing aids, such as portable berthing units and speed of approach monitors, to minimise the risk of damage to their F(P)SOs and/or the visiting offtake tankers.

Mooring aidsF(P)SOs should use load cells for monitoring the load tension on tandem mooring systems. Load tension monitoring should also be considered for side-to-side operations.

Traffic managementF(P)SO management should ensure that all vessel movements within the field are effectively controlled.

Comments continued


8.4 Cargo transfer equipmentEvery F(P)SO should have cargo transfer equipment that is designed, constructed, operated and maintained in accordance with national regulatory requirements, industry standards and recognised codes of practice.

Questions Y N N/A

8.4.1

Are recommended requirements for cargo transfer equipment provided in the guidance being followed?

Minimum requirements.

Maintenance requirements.

Operating requirements.

8.4.2For an existing F(P)SO, is the continued use of cargo transfer equipment that does not meet the equipment’s original design basis or the minimum recommended requirements based on a formal risk assessment?

8.4.3Is there a systematic inspection of the equipment prior to the commencement of export with a formal system for reporting defects?

8.4.4If a marine breakaway coupling (MBC) is installed in the hose string, is it located in accordance with manufacturer’s recommendations?

8.4.5Is there a regular maintenance programme in place for the MBC, and is there a spare unit carried onboard/ashore to allow for servicing?

8.4.6

Does the F(P)SO have a marine terminal handbook that addresses interfaces with offtake tankers, such as emergency situations, cool-down instructions (LPG), environmental limitations, minimum allowable O2 and hydrogen sulphide (H2S) in tanker cargo tanks?

Comments


GuidanceF(P)SOs should have cargo transfer equipment that is designed, constructed, operated and maintained in accordance with national regulatory requirements, industry standards and recognised codes of practice.

The integrity of the cargo transfer equipment is critical to ensure safe and pollution-free transfer operations. To provide this assurance, F(P)SOs need to maintain records on the basis for the design, operating conditions and maintenance of cargo transfer equipment. All operational aspects on the proper use of cargo transfer equipment should be contained in the F(P)SO’s operating manual.

If a crude oil wash system (COW) is fitted, the personnel responsible for its operation should comply with IMO guidelines regarding training and operation. A COW programme should be included in the operation procedures for that system.

The following are recommendations for cargo transfer equipment. Existing F(P)SOs that have equipment in service that does not meet the equipment’s original design basis, or the minimum recommendations noted below, should base the continued use of such equipment on a formal risk assessment.

Minimum recommendations• Insulating flanges or a section of non-conducting hose should be installed in all

cargo transfer systems in accordance with ISGOTT recommendations.

• Cargo transfer piping systems should be designed in accordance with the applicable national code for its duty.

Inspection and maintenance recommendations• Insulating flanges should have a documented inspection at least annually to confirm

they provide adequate electrical resistance.

• To confirm their suitability for continued use, cargo hoses in service should have a documented inspection at least annually and in line with the OCIMF publication Single Point Mooring Maintenance and Operations Guide.

Operating recommendations• Safe operating procedures for hose systems should be documented in the F(P)SO’s

operating manual. The manual should contain procedures and guidance on all aspects of the equipment fitted at the F(P)SO, such as hose storage, handling, and support and quick connect and disconnect couplings (QCDC).

• All equipment used should be certified.

• Hoses should be manufactured in accordance with industry guidelines (Guide to Manufacturing and Purchasing Hoses for Offshore Moorings (GMPHOM)) and/or international standards. Cargo transfer pipelines should have a documented testing and inspection programme. This should include a formal annual visual inspection to check on the condition of the pipelines, protective coatings and, if fitted, insulation materials. The programme should also include wall thickness measurements and pressure testing. The interval between tests and inspections should be determined by reference to the pipeline material, duty, location, and previous experience with the equipment.

Comments continued


8.5 Tugs and support craftAll F(P)SOs that require tugs and other support craft for berthing and un-berthing operations should have a formal process to confirm the adequacy of the design, number and power of tugs and/or support craft to be used for operations at the F(P)SO.

Questions Y N N/A

8.5.1Has the F(P)SO established the minimum requirements for tugs and support craft in accordance with the guidance?

8.5.2Have the tug and support craft emergency and standby requirements been established to meet the needs of the F(P)SO? Was this based on a risk assessment?

8.5.3Have minimum bollard pull and manoeuvring requirements been established for the sizes and types of offtake tankers? How was this determined? Capture answer in comment box.

8.5.4Is staffing sufficient to ensure that all key duties are adequately covered during continuous (24 hour) duty?

8.5.5 Is there a programme of in-field towing trials?

8.5.6Is there an unambiguous system of manoeuvring instructions in use between the pilot and all support vessels?

8.5.7Do the F(P)SO’s records show that all support vessels and tugs have been evaluated in accordance with the field specific standard and that accepted craft comply with, or are modified to meet, this standard?

8.5.8Are pre-arrival checks of all relevant towing equipment undertaken and are records kept?

8.5.9Are support craft and tugs staffed, maintained and operated safely? Does the F(P)SO inspect or audit these records?

8.5.10If the tugs have a role in man overboard rescue, do they have the proper rescue equipment and are personnel trained to operate it?

8.5.11Have the tugs and support craft been audited using either the Offshore Vessel Inspection Database (OVID) or other inspection guidance?

8.5.12Is an assessment carried out on the tugs and their crews before they are given tasks that they have not previously undertaken?

Comments


GuidanceF(P)SOs that require tugs or other support craft for berthing and un-berthing operations should have a formal process to confirm the adequacy of the design, number, and power of tugs and/or support craft to be used for operations at the F(P)SO.

Tug and support craft acceptability should take into account factors such as:

• The full range of offtake tanker sizes and types to be handled (tugs and line boats).

• Loaded and ballasted offtake tanker.

• Environmental conditions such as the wind, sea, swell, and current.

• Bollard pull certification.

• Suitability and ability to handle lines (line boats).

• Communications (all support craft).

• Permanent tug fendering.

• Tug manoeuvrability.

• Towing suitability.

• Personnel transfer capabilities.

• 24-hour operation.

• Personnel training.

Simulation studies should be undertaken to establish any operational constraints and limitations.

Minimum bollard pull and manoeuvrability requirements should be established for the sizes and types of offtake tankers calling at the F(P)SO.

Emergency and standby tug requirements should be established. The F(P)SO should consider the need for tug or support craft capability related to emergency response, including:

• Pollution control.

• Emergency evacuation.

• Fire-fighting.

• Availability.

• Speed of response.

Comments continued


8.6 Lifting equipmentEvery F(P)SO should have a programme for examination and periodic load testing of lifting equipment.

Questions Y N N/A

8.6.1Does the F(P)SO have a programme for examination and load testing of the lifting equipment, as listed in the guidance?

8.6.2 Are examinations carried out at intervals not exceeding one year?

8.6.3Are load tests undertaken at intervals not exceeding five years or more frequently if mandated by local regulations or company requirements?

8.6.4Do the F(P)SO’s procedures include requirements for all lifting equipment and their securing points (e.g. pad eyes), as listed in the guidance?

8.6.5Are all inspections, examinations and repairs carried out on lifting equipment recorded in the maintenance management system?

8.6.6Are procedures or lock-out devices in place to prevent lifting a load over hazardous or critical equipment?

8.6.7Is there a certification and competency assurance programme in place for crane operators?

8.6.8 Are there sufficient protection guards and securing points in the lay down area?

8.6.9 Are appropriate cranes certified for personnel transfer?

Comments


GuidanceF(P)SOs should have a programme for examination and periodic load testing of lifting equipment.

Equipment to be tested and examined includes, but may not be limited to:

• Cranes, derricks, davits and gantries.

• Store cranes and davits.

• Slings, lifting chains, delta plates, pad eyes and shackles.

• Chain blocks, hand winches and similar mechanical devices.

• Personnel lifts and hoists.

• Personnel transfer equipment.

Examinations should be undertaken at intervals not exceeding one year. Load tests should be undertaken at intervals not exceeding five years, or more frequently if mandated by local regulations or company requirements. Recommendations include:

• All equipment should be tested by a suitably qualified individual or authority.

• All test records are to be retained.

• All equipment should be clearly marked with its safe working load (SWL), serial number and the test date.

• Equipment is to be suitable for purpose and visually inspected before use.

• Maintenance is to be carried out in accordance with the manufacturer’s guidelines and is to be incorporated into the F(P)SO’s maintenance regime.

• If certified equipment is modified or repaired, it should be re-tested and certified before being put back in service.

• Defective equipment is immediately to be withdrawn from service, quarantined, and only re-instated after repair, examination and certification.

Comments continued


8.7 Single point mooring (SPM) operations Every F(P)SO operating a single point mooring (SPM) should have procedures in place to ensure compliance with established standards and recognised industry codes of practice for operations and maintenance.

Questions Y N N/A

8.7.1 Are there procedures that define the operational requirements for the SPM?

8.7.2If a marine breakaway coupling (MBC) is installed in the hose string, is it located in accordance with the manufacturer’s recommendations?

8.7.3Is the SPM location (approach manoeuvring area, turning circle, depth of water) suited for the size of offtake tankers?

8.7.4Are procedures identified and followed that will prevent an offtake tanker overrunning the buoy or hose string?

8.7.5Is the SPM inspected and maintained as per the guidance, including the hawser and chafe chains?

8.7.6 Are hose testing procedures documented as per the guidance?

8.7.7 Is a procedure in place for determining hose retirement?

8.7.8Are all critical items of mooring and hose handling equipment inspected before each operation and the results documented?

Comments


GuidanceF(P)SOs operating a SPM should have procedures in place to ensure compliance with established standards and accepted industry codes of practice for operations and maintenance.

Recommendations detailed elsewhere in this document should apply to F(P)SOs operating a SPM where appropriate.

Additional considerations and requirementsF(P)SOs operating SPMs have additional considerations and requirements to address. These are primarily described in the following OCIMF publications:

Hose arrangement and design• Guide to Manufacturing and Purchasing Hoses for Offshore Moorings (GMPHOM).

Hawsers and mooring equipment• Guidelines for the Purchasing and Testing of SPM Hawsers.

• Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers at Single Point Moorings.

Operations and maintenance• Single Point Mooring Maintenance and Operations Guide.

• Guidelines for the Handling, Storage, Inspection, and Testing of Hoses in the Field.

F(P)SOs are expected to comply with the above industry guidelines, including the provision of equipment for mooring tankers. Records should show that the recommended procedures, tests and inspections are carried out.

If a SPM is used for mooring the F(P)SO, the operating procedures should define the operational requirements.

If a SPM is being used for offloading, offtake tankers calling at the F(P)SO should be provided with the procedure covering the mooring operation before the operation commences.

Comments continued


9. Offtake tanker mooring9.1 MooringEvery F(P)SO should provide mooring equipment appropriate for the size of the offtake tankers. Mooring arrangements suitable for all vessels that will moor at the F(P)SO should be provided prior to berthing.

Questions Y N N/A

9.1.1Is the appropriate mooring equipment positioned and sized for the vessels mooring at the F(P)SO?

9.1.2Is the SWL of each mooring point or lead known and marked on each mooring point?

9.1.3 Is the F(P)SO mooring equipment maintained and functionally tested?

9.1.4 Are diagrams of mooring arrangements made available to visiting vessels?

9.1.5Does the F(P)SO have the latest edition of the OCIMF publication Mooring Equipment Guidelines?

9.1.6Is the mooring arrangement sufficient to satisfy the criteria contained in Mooring Equipment Guidelines?

9.1.7Has the F(P)SO established operating limits that prescribe the thresholds for berthing, stopping cargo transfer, disconnecting cargo connections and removing the offtake tanker from the berth?

9.1.8Has the F(P)SO established operating limits for any support vessels operating at the F(P)SO?

9.1.9Does the F(P)SO have operational procedures in place in compliance with the guidance?

9.1.10Does the F(P)SO have operational procedures in place for secondary means of safe berthing of export tankers?

Comments


GuidanceF(P)SOs should provide mooring equipment appropriate for the size of the offtake tankers handled. The F(P)SO should also provide mooring arrangements for all vessels that will moor at the F(P)SO.

The F(P)SO should provide appropriate mooring equipment, that is positioned and sized for the vessels mooring at the F(P)SO.

The safe working load (SWL) of each mooring point or lead should be known and marked on each mooring point.

Mooring equipment should be maintained and functionally tested.

F(P)SOs should establish operating limits that prescribe the thresholds for berthing operations, stopping cargo transfer, disconnecting cargo connections and removing the vessel from the F(P)SO.

F(P)SOs should establish operating limits for any support vessel operations at the F(P)SO.

The F(P)SO should have operational procedures and appropriate equipment in place to:

• Check the adequacy of moorings for each vessel, recognising issues such as mixed moorings.

• Monitor the vessel’s moorings and take corrective action when required.

• Ensure that the vessel remains securely moored in the correct position at the F(P)SO.

• For tandem operations, the F(P)SO should ensure that the hawser tension and hawser angle are monitored.

• For side-by-side operations, the F(P)SO should ensure that line tension is monitored. It is recommended that line tensions be measured.

• Measure wind speed and direction.

• Measure and monitor sea state and swell condition.

• Measure current speed and direction.

The F(P)SO should have its own locally installed anemometer for measuring wind speed and direction. It is recommended that the F(P)SO should have a locally installed current meter for measuring the speed and direction of the current.

It is recommended that the mooring patterns for all vessel sizes are determined through an engineering (mooring and fendering) analysis during the initial stages of designing the F(P)SO.

F(P)SO must have operational procedures in place for safe berthing of export tankers i.e:

• Use of Pneumatic Line throwers (PLT) / Infrared range finders.

• Two vessel operations for safe berthing using work boat for messenger / hawser / hose exchange and an Offshore Support Vessel / Tug as a brake tug during approach, followed by the Offshore Support Vessel / tug as a static tow tug during the offtake.

F(P)SOs offloading to tankers have additional considerations and requirements to address.

These are primarily described in the following OCIMF publications:

Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO Facilities.

Offloading Guidelines for Bow Loading Tankers At Offshore Terminals (to be issued in due course).

Comments continued


9.2 FenderingFendering systems should be designed to suit the size of offtake tankers expected to use the F(P)SO, and to ensure the safe berthing and mooring of vessels at the F(P)SO.

Questions Y N N/A

9.2.1Can the F(P)SO demonstrate that the design of the fenders is compatible with the range of ship sizes and types that berth at the F(P)SO?

9.2.2

Do any proposed modifications to the size range of ships handled by the F(P)SO take into account:

• Displacement?

• Speed of approach on berthing?

• Position of the fenders relative to the offtake tanker’s mid-point and the available flat side?

9.2.3Is the maximum allowable displacement and speed of approach when berthing recorded in the operating procedures and understood by responsible F(P)SO personnel?

9.2.4Has the F(P)SO ensured that the offtake tanker personnel and support craft have been formally advised of the maximum fender operating limits?

9.2.5Do fenders lie within the parallel mid-body length of the offtake tankers expected to use the berth?

9.2.6 Is the fender system intact and in good condition?

9.2.7 Are the fenders inspected as part of the routine maintenance plan?

9.2.8If fender panels are used, are they maintained in a vertical orientation with their faces free of obstruction and protrusions?

9.2.9Are procedures in place to deal with damaged fendering system components and are spare parts readily available?

9.2.10Where the use of temporary fendering is considered, do the procedures require an engineering analysis and risk assessment before implementation?

Comments


GuidanceFendering systems should be designed to suit the operations expected to occur at the F(P)SO so as to ensure the safe berthing and mooring of vessels at the F(P)SO.

Fender designFor the purposes of these criteria, the term fendering system should include the fender, supporting equipment, such as chains and wires, and the related deployment system. The design of the fenders should be compatible with the range of ship sizes and types handled by the F(P)SO.

Fender operating limits for berthingThe speed of the vessel when berthing should be controlled to ensure that the force on contact with the fenders is within the manufacturer’s defined limits.

The F(P)SO should advise the offtake tanker personnel and support craft of the maximum permissible berthing speed.

Fender locationOn initial berthing, and while the vessel is lying alongside, the fenders should lie within the parallel mid-body of the vessel. The fenders should be located symmetrically along the length of the vessel.

Fender panelsFender panels should have a smooth rubbing face without obstructions and proportioned such that the:

• Bottom edge of the panels is positioned to prevent low freeboard vessels from catching underneath the panel.

• Upper edge of the panel is located to prevent any protrusions (e.g. rubbing strips) on the ship’s hull from catching on the top of the panel.

Damaged fenderingWhen fendering system components become damaged, the use of temporary fendering may be considered. However, this should be based on an engineering analysis and a risk assessment, and following the implementation of the resulting recommendations.

Comments continued


10. Communications10.1 Operational communicationsEvery F(P)SO should have a primary and secondary means of communication with offtake tankers.

Questions Y N N/A

10.1.1Does the F(P)SO have a primary and secondary means of communication with offtake tankers?

10.1.2Do portable VHF/UHF and radiotelephone systems comply with safety requirements?

10.1.3Do personnel who need to communicate between the F(P)SO and the offtake tanker speak and understand a common working language?

10.1.4Do procedures require the suspension of operations in the event of a communication failure?

10.1.5Is the communication between the F(P)SO and the offtake tanker dedicated to cargo transfer operations?

10.1.6Is the primary communication between the F(P)SO and the offtake tanker continuously manned?

Comments


GuidanceF(P)SOs should have a primary and secondary means of communication with offtake tankers.

Portable VHF/UHF and radiotelephone systems should comply with the appropriate safety requirements. (See also 6.1 Electrical Equipment.)

The F(P)SO should ensure that the provision of means of communication, including a backup system between the F(P)SO and offtake tanker, will be covered in the operational safety agreement.

Communication between the responsible person on duty and the responsible person on the offtake tanker should be maintained in the most efficient way possible. The communications system used should be dedicated to the cargo transfer operations and not subject to outside interference from other communication activity within the F(P)SO.

When VHF/UHF or radiotelephone systems are used, units should be portable and carried by the responsible person on duty and the responsible person on the offtake tanker. To ensure immediate access, radiotelephone channels should be restricted to a minimum number of users with minimal traffic.

Should all the agreed means of communication fail, cargo transfer should be suspended until the problem is resolved.

Where there are difficulties in verbal communications, these should be overcome by appointing a person with technical and operational knowledge and command of a language understood by both F(P)SO and offtake tanker personnel.

Where the national language is used by both F(P)SO and offtake tanker, it is acceptable for communications to be conducted in that language. Where the national language is not being used, the common language should be English. The IMO’s Standard Marine Communication Phrases can be used to convey all necessary basic communications.

Should language difficulties be experienced that threaten to affect the safety of operations, cargo transfer should be suspended until the problem is resolved.

Comments continued


10.2 Pre-arrival communicationsEvery F(P)SO should have procedures in place to manage the exchange of information between the offtake tanker and the F(P)SO before the offtake tanker moors. This is to ensure the safe and timely arrival of the vessel at the F(P)SO, and when both parties are ready to commence operations.

Questions Y N N/A

10.2.1Does the F(P)SO have procedures in place to manage the exchange of information between the offtake tanker and the F(P)SO before the vessel berths?

10.2.2Are effective pre-arrival communications conducted between the F(P)SO and the offtake tanker, in line with the guidance given in the marine terminal handbook?

Comments

GuidanceF(P)SOs should have procedures in place to manage the exchange of information between the offtake tanker and the F(P)SO before the vessel moors. This is to ensure the safe and timely arrival of the offtake tanker at the F(P)SO, with both parties ready to commence operations.

Prior to the offtake tanker’s arrival, the F(P)SO will receive details of the vessel’s estimated time of arrival (ETA) in accordance with voyage instructions.

Before arriving at the F(P)SO, the offtake tanker should exchange information (as defined by the marine terminal handbook) with the F(P)SO.


11. Navigation, propulsion and active heading control11.1 Dynamic positioning and active heading control Every F(P)SO that has active heading control should have procedures in place to manage the operation and integrity of its equipment. The F(P)SO should be able to demonstrate the equipment’s reliability and the competency of its personnel to operate it.

Questions Y N N/A

11.1.1Does the F(P)SO have onboard a copy of the most recent dynamic positioning (DP) trials report?

11.1.2Does the F(P)SO have in place detailed Failure Mode Effects and Criticality Analysis (FMECA) of the listed safety critical systems?

11.1.3Are the processes related to the qualification and training of personnel in place and in accordance with the guidance?

11.1.4Does the F(P)SO have a procedure in place to ensure sufficient redundancy in power in heavy weather without relying on gas turbines?

11.1.5Does the F(P)SO have a mooring tension monitoring system that is working reliably?

11.1.6 Does the F(P)SO maintain a tension history logging of the hawser service?

11.1.7Does the F(P)SO’s positional reference system maintain a fixed reference point that is maintained even after power loss and reboot?

11.1.8For F(P)SOs that use active heading control but do not have DP, is the F(P)SO able to demonstrate redundancy in heading control?

Comments


GuidanceThe following documents provide information related to DP equipment, operations, trials and training:

• IMO MSC Circular 645.

• IMCA M 103 – Guidelines for the Design and Operation of Dynamically Positioned Vessels.

• IMCA M 117 – The Training and Experience of Key DP Personnel.

• IMCA M 162 – Failure Modes of Variable Speed Thrusters.

• IMCA M 166 – Guidance on Failure Mode and Effects Analysis.

• IMCA M 178 – FMECA Management Guide.

• IMCA M 190 – Guidance for Development and Conducting DP Trials Programmes for DP Vessels.

• IMCA M 191 – Guidance for Annual DP Trials for DP Mobile Offshore Drilling Units.

Comments continued


11.2 Navigation and propulsion on disconnectable F(P)SOsEvery F(P)SO that is disconnectable should ensure that the main propulsion and steering systems are available for operation and that adequate, competent personnel are available to navigate the F(P)SO when it is underway. The F(P)SO shall ensure that appropriate systems and equipment are available and operational, as required by SOLAS and the International Collision Regulations.

Questions Y N N/A

11.2.1 Does the F(P)SO comply with requirements detailed in the guidance?

11.2.2Does the F(P)SO have a safety management system (SMS) that complies with the ISM code?

11.2.3Does the SMS establish that the Master has the overriding authority and the responsibility to make decisions with respect to safety, navigation and pollution prevention when disconnected?

11.2.4Does the F(P)SO have processes in place to ensure that there are adequate, qualified personnel onboard at all times and who have IMO STCW qualifications?

11.2.5 Does the F(P)SO have records of the testing of propulsion and steering systems?

11.2.6Does the F(P)SO have plans in place which identify actions required to be carried out in preparation for disconnection and transit on a seagoing voyage, as detailed by the guidance?

11.2.7 Are watch-keeping arrangements for sea passages in place?

11.2.8Does the F(P)SO have records showing that navigation equipment is maintained and tested regularly?

11.2.9 Does the F(P)SO have plans in place for ensuring adequate bunkers are kept onboard?

11.2.10 Does the F(P)SO conduct disconnect drills on at least an annual basis?

11.2.11 Are all marine systems in a state of readiness for operations while underway?

11.2.12 Does the F(P)SO maintain valid certification to permit sailing?

11.2.13Does the F(P)SO have clear guidance on hand over of command of the F(P)SO prior to disconnection and re-connection?

11.2.14Does the F(P)SO have clear guidance work & rest hours for all personnel whilst the F(P)SO is a ship?

11.2.15Does the F(P)SO have clear guidance on IMO Maritime Labour Convention (MLC) Compliance with respect to definition of seafarer?

Comments


GuidanceF(P)SOs that are designed to be disconnectable on a regular basis in order to avoid adverse weather or ice should have in place, as a minimum:

• A Safety Management System (SMS) that is compliant with the ISM Code.

• Maintenance records for propulsion, steering, navigation and power generation, including the test running of emergency generator(s).

• Sufficient qualified personnel in compliance with STCW 95 Regulations, and as required by the F(P)SO’s Safe Manning Certificate.

• Deck officers who are familiar with switching from engine room to bridge control, and between bridge control stations (if applicable).

• Maintained and up to date:

• charts for voyage plan (including extreme weather avoidance or dry docking);

• lists of lights;

• tide tables;

• sailing directions;

• Nautical Almanac (current edition); and

• Annual Summary of Notices to Mariners and Chart Catalogue (current edition).

• Availability and compliance with policy for maintaining minimum bunker fuel supplies.

• Adequate bunkers for the intended voyage.

• Navigational procedures.

• Classed and flagged.

• IMO requirements for the latest Safety of Life at Sea (SOLAS).

• Flag state and port state marine regulations.

• All valid class required certification.

• All valid statutory required certification.

• All IMO required documentation.

• A handover protocol from the OIM to the Marine Supervisor (Master).

• Process shutdown and disconnect procedure.

• Disconnect drills on an annual basis – records to be kept.

NOTE: Some F(P)SOs have the limited capability to disconnect and sail under their own power at end of their field life or for a dry docking, and disconnection is not an operational capability. Before disconnection, the FPSO will have in place the above requirements, but would not be required to comply with them while in normal production operation.

Note: Once disconnected all personnel on board the F(P)SO are “seafarer” under the definitions of IMO Maritime Labour Convention (MLC) 2006.

Comments continued


12. Operations in ice12.1 Operations in extreme cold or ice conditionsEvery F(P)SO should have adequate processes and equipment to ensure that all F(P)SO activities can be safely conducted.

Questions Y N N/A

12.1.1Are senior personnel aware of the limitations of the F(P)SO in respect to operating in extreme cold or ice?

12.1.2 Does the F(P)SO have an ice management plan?

12.1.3Are emergency drills being conducted in association with operations in extreme cold or ice conditions?

12.1.4Is the crew properly trained for potential operations in extreme cold or ice conditions and is it aware of exposure hazards?

12.1.5 Have there been any repairs necessitated by ice damage since the last inspection?

Comments


GuidanceIn addition to the guidance included for other criteria, the following should be addressed:

• Plans, procedures and the provision of equipment should address the specific hazards associated with the operating environment.

• Personnel should be trained and equipped to work in the anticipated conditions.

• The suitability of fire-fighting, life-saving and first aid equipment for operation in cold or ice conditions.

• Scheduling requirements taking into account the limitations posed by environmental conditions and the availability of appropriate support craft.

• Ice forecasting and surveillance procedures.

• Emergency and spill response procedures appropriate for the anticipated conditions.

Comments continued


13. Helicopter operations13.1 Helicopter operationsEvery F(P)SO should have suitable resources and equipment to ensure that helicopter operations can be safely conducted.

Questions Y N N/A

13.1.1Do personnel engaged in helicopter operations understand the helicopter operational parameters associated with landing or taking off from the F(P)SO?

13.1.2Are there procedures in place to ensure there are no heading changes during helicopter operations?

13.1.3Are helicopter briefings conducted for all personnel leaving the F(P)SO, and are all personnel travelling by helicopter required to undergo a Helicopter Underwater Evacuation Training (HUET) course?

13.1.4Is there an adequate number of formally qualified Helicopter Landing Officer (HLO) and Heli-deck Assistants (HDAs) available onboard the F(P)SO?

13.1.5If refuelling is required, is there an adequate number of formally qualified Helicopter Refuellers onboard?

13.1.6 Is the heli-deck maintained in readiness for helicopter operations?

13.1.7 Is the aviation log book being kept as required?

13.1.8 Are personnel properly trained for helicopter operations?

Comments

GuidanceReference should be made to the recommendations contained in the latest edition of the ICS publication Guide to Helicopter/Ship Operations for supporting information.


14. Dynamic positioning operations14.1 Dynamic positioning offtake tankersIn fields where offtake tankers with dynamic positioning (DP) capability are required to undertake the cargo offloading. To ensure safe transfer, the operations should meet the required industry guidelines.

Questions Y N N/A

14.1.1Are the offtake procedures and the offtake tanker requirements made available to the offtake tanker crew prior arrival at the field?

14.1.2 Do the offtake procedures contain a step-by-step planning of the operations?

14.1.3Within the pre-arrival information exchange, is it verified that the offtake procedures have been read and understood by the offtake tanker crew?

14.1.4Are all tanker station keeping and cargo operations adequately monitored from the terminal control room by a combination of CCTV, instrumentation, deck inspections and/or support craft surveillance?

14.1.5If sea conditions require specialist tankers with rapid disconnect capability, does the terminal use redundant telemetry and the ‘green line’ system as a safeguard against export incidents?

14.1.6 Are emergency stop procedures identified and tested regularly?

14.1.7If tankers rely on F(P)SO reference instrumentation, do these have adequate redundancy by guideline and FMECA and are they regularly calibrated/tested?

14.1.8If terminal actively adjusts its heading or position during export, do all required systems have adequate redundancy according to guidelines and an actively used FMECA, and are there regular FMECA trials/updates?

14.1.9Are DP Class and/or redundancy fail-safe provisions adequate for the harshness of field environmental conditions?

14.1.10Are only offtake tankers accepted which have been subjected to a FMECA, verified by trials, with all deficiencies rectified since the last significant modification?

14.1.11Has the tanker crew adequate and competent manning for 24-hour continuous export operation in accordance with guidelines?

14.1.12 Does the terminal FPSO staff check?

14.1.13For a DP2 offtake tankers, do the DP/thrust capability plots show the tankers have adequate power after the worst single failure for the field environment?

14.1.14Is there a procedure in place, agreed by both F(P)SO and the offtake tanker, that details the actions that must be taken in event of the worst single failure event?

14.1.15

Do the F(P)SO offtake procedures require the offtake tanker to confirm to have the following tested as a minimum:• BLS equipment?• Telemetry?• Position Reference Systems?• Main engine emergency stop/zero pitch?• Thruster emergency stop/zero pitch?• DP computers?

14.1.16Are offtake tankers audited at regular intervals by duty holders/field operators (i.e. the party responsible to regulator(s) for conducting safe operations within a 500m zone of installation)?

14.1.17Are offtake tanker crew matrices reviewed before tanker acceptance (as per Oil and Gas UK’s Tandem Loading Guidelines)?


Comments

GuidanceDP offtake tankers and F(P)SOs are expected to operate in line with the guidance provided in the Oil and Gas UK’s Tandem Loading Guidelines (OCIMF’s Guidelines for Bow Loading Tankers at Offshore Terminals will be published due course). Records should show that the recommended procedures, tests and inspections are carried out. Operators should be aware of offloading emergency shutdown procedures and methods of initiation.

A hazard identification study (HAZID) or risk assessment should be carried out, covering the risks associated with offloading emergency shutdown procedures.

Full use should be made of safety checklists to address the key steps in the transfer operation, from pre-arrival of the offtake tanker to its unmooring and departure within the offtake procedures.

reference only

Example forms


Appendix A: F(P)SO informationThe following form should be completed by the F(P)SO. The information provides basic data that will be included in the assessment report.

Name and location

Country

F(P)SOs Lat Long

Lat Long

Lat Long

Ownership

Company % share

Name of designated F(P)SO operator

Responsible person or company for the following F(P)SO functions

Tugs Pilotage

F(P)SO manager

Name Email

Phone Fax Title


Alternative contact (company representative)

Name Email

Phone Fax Title

Type of facility

FPSO FSO FSU

Mooring type

Span moored Fixed turret Disconnect turret

Fixed buoy Disconnect buoy

Products handled

Crude oil Condensate LPG

LNG

Offtake manner

Tandem Side-by-side

Calm buoy Pipeline

Simultaneous discharges

Production loading

Imports ExportsType of product

Quantity (1,000s) bbls per day

Type of product

Average quantity per export (1,000s) bbls

Number of shipments(per year)

Crude oil Crude oil

LPG LPG

LNG LNG

Condensate Condensate

Total Total


Storage capacity of F(P)SO

Capacity Total capacity (000s m3)Crude

Condensate

LPG

LNG

Type of offtake tankers

Crude Crude carriers > 60 Kt’s

MR Medium range product ships 10 – 60 Kt’s

LCT Local coastal tankers < 10 Kt’s

GCs Gas carriers <60k m3

VLGC’s Very large gas carriers >60k m3

LNG LNG tankers >130k m3

Date of completion: __________________________


The following additional information should be provided if it is readily available:

Information Hose 1 Hose 2 Hose 3 Guidance notes

A1 Product

A2 Hose manufacturer

A3 Hose diameter millimeters

A4 Tanker rail hose diameter millimeters

A5 Hose length (overall) meters

A6 Number of sections In complete string

A7 Time in serviceDate first used

DD-MM-YYYY

A8 Last inspection date DD-MM-YYYY

A9 Marine breakaway coupling (MBC) manufacturer

A10 Type of MBC Petal or valve

A11 MBC operation Single or double acting

A12 MBC last inspection date DD-MM-YYYY

Information Hawser 1 Hawser 2 Guidance notes

B1 Hawser manufacturer

B2 Hawser type Grommet or single span

B3 Hawser length meters

B4 Hawser diameter millimeters

B5 Time in serviceDate first used

DD-MM-YYYY

B6 Last inspection date DD-MM-YYYY

B7 Number of exports

B8 Hawser weak link Inspection DD-MM-YYYY

Information QCDC 1 QCDC 2 QCDC 3 Guidance Notes

C1 Quick connect/disconnect coupling (QCDC) manufacturer

C2 Product

C3 QCDC type

C4 QCDC diameter millimeters

C5 Time in serviceDate first used DD-MM-YYYY

C6 Last inspection date DD-MM-YYYY

C7 Activation method


Information FENDER 1 FENDER 2 FENDER 3 FENDER 4 FENDER 5 Guidance Notes

D1 Fender manufacturer

D2 Fender types

D3 Number in service

D4 Fender length metres

D5 Fender diameter metres

D6 Fender weight tonnes

D7 Time in service Date first used DD-MM-YYYY

D8 Last inspection date DD-MM-YYYY

D9 Deployment method


Appendix B: Example scorecard

Compliance Finding F(P)SO response

1. Regulatory compliance1.1 Certification

1.2 Compliance

1.3 Safety Management System

1.4 F(P)SO Info/Port Regs

1.5 Documentation

2. Crew and contractor management2.1 General

2.2 Training of personnel

3. Navigation equipment

3.1 Navigation equipment

4. Safety and security management

4.1 Management of Change (MOC)

4.2 Safety programme

4.3 Emergency response plan

4.4 Emergency evacuation

4.5 Risk management

4.6 Water depth surveys

4.7 Security

4.8 Control of work

4.9 Environmental limits

4.10 F(P)SO/Export operation agreement

4.11 F(P)SO/Export checklist

4.12 F(P)SO/Export cargo operations

4.13 Personnel transfer

4.14 Lifesaving/First aid

4.15 Fire protection

4.16 Occupational health


Compliance Finding F(P)SO response

5. Electrical equipment5.1 Electrical equipment

5.2 Portable equipment

5.3 Lighting

6. Pollution prevention and environmental management6.1 Pollution prevention

6.2 Cargo draining/contain

6.3 Spill response plan

6.4 Pollution and emissions

7. Structural condition7.1 Structural surveys

7.2 Maintenance/Inspection/Testing

8. Operations8.1 Compatibility criteria

8.2 Vetting verification

8.3 Pilotage

8.4 Cargo transfer equipment

8.5 Tugs/Support craft

8.6 Lifting equipment

8.7 SPM operations

9. Offtake tanker mooring9.1 Mooring

9.2 Fendering

10. Communications10.1 Operational communications

10.2 Pre-arrival communications

11. Propulsion and power management

11.1 Dynamic positioning and active heading

11.2 Navigation and propulsion

12. Operations in ice12.1 Operations in ice

13. Helicopter operations13.1 Helicopter operations

14. Dynamic positioning operations14.1 Dynamic positioning offtake tankers


Appendix C: Record of opening meeting F(P)S) OPERATIONAL ASSESSMENT – MEETING ATTENDANCE SHEET

NAME OF MEETING LEADER (ASSESSOR(S)) REFERENCE NO.

MEETING TYPE

ü OPENING CLOSING DAILY REVIEW MID-ASSESSMENT

PURPOSE OF ASSESSMENT:

A. Assessor(s) to explain the requirements of Marine Assurance accountabilities.

DELIVERY PROCESS:

A. Hardcopy report following assessment.

B. Assessor(s) should explain the workings of the assessment, as well as its internal and external uses.

C. Assessor(s) to explain the feedback process within the report.

ATTENDEES

NAME TITLE EMAIL ADDRESS

F(P)SO management present at opening meeting:

Marine Assurance Audit Presentation

Programme for the assessment

Overview of operations:


Appendix D: Record of closing meeting

F(P)SO OPERATIONAL ASSESSMENT – MEETING ATTENDANCE SHEET

NAME OF MEETING LEADER (ASSESSOR(S)) REFERENCE NO.

MEETING TYPE

OPENING ü CLOSING DAILY REVIEW MID-ASSESSMENT

PURPOSE OF ASSESSMENT:

A. Assessor(s) to explain the requirements of Marine Assurance accountabilities.

DELIVERY PROCESS:

A. Hardcopy report following assessment.

B. Assessor(s) should explain the workings of the assessment as well as its internal and external uses.

C. Assessor(s) to explain the feedback process within the report.

ATTENDEES

NAME TITLE EMAIL ADDRESS

F(P)SO management present at closing meeting held at (time):Closing meeting included the following:A review of findings: Procedure for producing final report:

Oil Companies International Marine Forum29 Queen Anne’s GateLondon SW1H 9BUUnited Kingdom

T +44 (0)20 7654 1200F +44 (0)20 7654 1205E [email protected]

ocimf.com

A voice for safety

guidelines on the marine assessment of f(p)sos

Documents