BG ST OPS OPS 043 Offshore Marine Operations

Confidential
BG Group Standard
Offshore Marine Operations
BG-ST-OPS-OPS-043
BG Group Standard Offshore Marine Operations
Document and Version Control

Version Author Issue Date Revision Detail
Carl Henrickson
00 12 August 2008 Draft for review
& Steve Allibone
Carl Henrickson
01 01 December 2008 Issued for use
& Steve Allibone
Alignment with BG Marine Assurance Standard
Global Logistics and Industry Best Practice
2.0 01 July 2011
Advisor
Issued for use
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Doc Ref: BG-ST-OPS-OPS-043 Version: 2.0 (01 July 2011
Author: Steve Biddlecombe
BG Group 2011
Contents
1.0 Executive Summary ............................................................................... 4
2.0 Ownership ............................................................................................... 5
3.0 Objectives ............................................................................................... 5
4.0 Scope and application ........................................................................... 5
5.0 Links to other controls........................................................................... 6
6.0 Standard requirements .......................................................................... 7

6.1 Responsibilities .............................................................................................................................. 7
6.2 Vessel/Barge Safety Induction ....................................................................................................... 7
6.3 Procurement of Offshore Support Vessels .................................................................................... 8
6.4 General Offshore Supply and Anchor Handling Operations ........................................................ 10
6.5 Emergency Response and Rescue Vessel (ERRV) Operations ................................................. 10
6.6 Dynamically Positioned (DP) Vessel Operations ......................................................................... 12
6.7 Vessels with Fire Fighting (Fi Fi) Capability................................................................................. 17
6.8 Survey and Seismic Operations .................................................................................................. 17
6.9 Vessels/Barges Alongside Company Offshore Installations........................................................ 17
6.10 Semi Submersible/Jack-Up Drilling and Accommodation and Production Units ......................... 18
6.11 Mooring Systems ......................................................................................................................... 19
6.12 Anchor Handling Restrictions ...................................................................................................... 20
6.13 Small Boat and Marine Craft Operations ..................................................................................... 20
6.14 Personnel Transfers by Vessel .................................................................................................... 20
6.15 Personnel Transfers to/from a Vessel by Basket ........................................................................ 21
6.16 Helideck Operations..................................................................................................................... 21
6.17 Cargo Handling Operations ......................................................................................................... 21
6.18 Operations within an Offshore Installation Safety Zone .............................................................. 22
6.19 Offshore Hydrocarbons Transfers ............................................................................................... 23
6.20 Fuel Management and Quality Monitoring ................................................................................... 24
6.21 Vessel Audits, Inspections and Surveys ...................................................................................... 24
6.22 Marine Consultancy ..................................................................................................................... 24
6.23 Waste Management ..................................................................................................................... 24
7.0 Appendices ........................................................................................... 25

7.1 Appendix A Definitions & Abbreviations ................................................................................... 25
7.2 Appendix B - 500m Safety Zone Pre Entry Checklist .................................................................. 26
8.0 Revision Record ................................................................................... 33

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1.0 Executive Summary

In order to ensure the effective support of the BG HSSE Policy (BG-Policy-01), the
Governance and Stewardship Policy (BG-Policy-02) and the Offshore Marine Assurance
Standard (BG-ST-SHIP-SHIP-001) in marine activities supporting the exploration for, and
production of hydrocarbons, on connected navigable waters and at ports associated with
offshore activity, it is essential that BG Group vessels operate safely and to a standard.
The Offshore Marine Operation Standard has been written to provide BG Group Projects
and Assets with a template of core requirements that shall be addressed to meet the
marine assurance expectations of the BG Group.
This Standard contains requirements for the following:
Responsibility;
Verification and Reporting;
Risk Management;
Management of Change;
Incident Reporting and Investigation;
Emergency Response;
Security;
Vessel Safety Management;
Design and Construction;
Vessel Acceptance;
Owner Assessment;
Dynamically Positioned (DP) Vessel Operations;
Management of Stability and Structural Stresses;
Mooring Systems and Design Codes;
Marine Competencies and Manning.
This Standard defines the minimum requirements for conducting the activities covered by
this Standard within BG Group. The controls within the framework set the requirements for
how BG Group must operate to achieve compliance with its Business Principles.
Application of the Internal Control Framework is mandatory and this Standard details the
implementation requirements which must be followed. Breach of BG Group mandatory
controls by those to whom they apply may result in disciplinary action, up to and including
dismissal.
Any instance where this standard cannot be met, a request for deviation shall be issued to
the Marine Operations GTA for his/her approval prior to the operation commencing or
continuing.
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2.0 Ownership
Owning Function: Production Operations
Standard owner: Head of E&P Upstream Operations
Expert advisor: Global Logistics Advisor & Marine Assurance Manager
Dispensation: Head of E&P Upstream Operations
3.0 Objectives
The Offshore Marine Operations Standard has been written to provide BG Group Projects
and Assets with a template of core requirements that shall be addressed to meet Marine
Operation expectations of the BG Group.
4.0 Scope and application

The purpose of this Standard is to ensure Assets manage offshore marine operations
safely and effectively. This Standard applies to all BG Assets with offshore marine
operations.
This Standard defines the minimum requirements for conducting the activities covered by
this Standard within BG Group. The controls within the framework set the requirements
for how BG Group must operate to achieve compliance with its Business Principles.
Application of the Internal Control Framework is mandatory and this Standard details the
implementation requirements which must be followed. Breach of BG Group mandatory
controls by those to whom they apply may result in disciplinary action, up to and including
dismissal.
Where an Asset is engaged in project-specific activities, including the maintenance and/or

construction of offshore production platforms, and cannot by virtue of the activity comply
with all the core requirements of this Standard; then the Asset/project shall contact BGA
Operations mutually to agree an appropriate marine operational plan.
The range of Business segments and Value Funnel lifecycle stages to which this
Standard/Guideline applies is identified below:
Business Upstream T&D Power LNG

Segment : X
Stage : Create Assess Select Define Execute Operate Decommission

X X X X X X X
Note: Assess includes Feasibility studies, Select includes Option assessments, Define includes both Pre-FEED
Definition and FEED studies, Execute includes Detail Design, procurement, Construction and
Commissioning.
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5.0 Links to other controls

Governing Policies: HSSE Policy: BG-Policy-01
Governance and Stewardship: Policy BG-Policy-02
Complementary and linked Offshore Marine Assurance Standard: BG-ST-SHIP-SHIP-001
Standards: Hoisting and Lifting Standard: BGA-OPS-OS-0042
Aviation Operations Standard: BGA-OPS-OS-0044
Working at Heights Standard: BGA--OPS-OS-0033
Contracting Strategy Standard: BGA-CP-CP-OS-002
Diving Operations Standard: BGA-OPS-OS-0001
Supporting Guidelines: OIL & GAS UK: Guidelines for the Safe Management of
Offshore Supply and Anchor Handling Operations (North West
Europe)
OIL & GAS UK: Guidelines for the Safe Packing and Handling
of Cargo To and From Offshore Installations
IMCA M 103: Guidelines for The Design and Operation of
Dynamically Positioned Vessels
IMCA M 166: Guidance on Failure Modes and Effects Analysis
(FMEAs)
IMCA M 117: The Training and Experience of Key DP
Personnel
IMCA M 182: International Guidelines for the Safe Operation of
Dynamically Positioned Offshore Supply Vessels
Other Supporting Documents: SOLAS - Safety of Life at Sea, edition 2004
ISPS Code - International Ship and Port Facilities Security
Code
MARPOL - International Convention for the Prevention of
Pollution from Ships
STCW-95 - Standards for Training, Certification and
Watchkeeping
ISM Code - International Safety Management Code
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6.0 Standard requirements

6.1 Responsibilities
The Group Technical Authority (GTA) for Marine Operations shall ensure that specialist
marine expertise (Marine Specialist) is available for the provision of support and
assurance with regard to marine operations.
Where regular marine services are undertaken as a part of routine operations, Assets
shall appoint a Marine Operations Supervisor (MOS) with the appropriate competencies
and authority to oversee the implementation of this Standard. The BGA Offshore Marine
Specialist can assist in the provision of technical training support and advice to the MOS.
Company representatives shall ensure that all personnel, including staff, Agency staff and
Contractors involved in any works or services related to this Standard, are informed of its
existence and the need for compliance.
Company representatives / Contractors shall ensure that the applicable requirements of

this Standard are included in relevant purchase order, contract or sub-contract
documentation.
Company representatives / Contractors shall be responsible for developing suitable and

sufficient procedures and specifications (as appropriate to scope) to ensure that the
requirements of this Standard are met.
Any conflicts between this Standard, other Company Standards, local or national
legislation and relevant national and international industry Codes and Standards, shall be
documented by Company representatives / Contractor and submitted with a proposed
resolution for the review and approval by the Company / GTA as appropriate.
6.2 Vessel/Barge Safety Induction
The Asset shall, prior to commencing an operation for the first time, arrange a safety and
information induction for the ships crew and workforce. As a minimum the induction shall
cover the following:
Introduction to Company Safety Behavioural Intervention;

Incident, Hazard/Near miss Reporting Procedure;
An overview of offshore operating practices and communication links;
Documentation, procedures and information handover to the Vessel Master;
Project-specific information and instructions;
Field pipeline layout and anchoring areas.
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6.3 Procurement of Offshore Support Vessels
6.3.1 Scope of work
Prior to commencing the Invitation to Tender (ITT) process, Assets shall develop a Scope
of Work (SOW) for each long-term Vessel requirement. The SOW shall, for offshore
support Vessel requirements, include the following:
The marine operating environment, e.g., weather, sea conditions, tides/currents,

water depths, harbour approaches, hazards, and environmental sensitivities;
Port/berth details. Maximum or minimum draft, length and beam where these are
limiting or beneficial factors;
Minimum manoeuvring and station keeping requirement, particularly where the
Vessel is expected to maintain position at or close to an Offshore Installation;
A description of the offshore assets including pipe line lay outs, local procedures,
communications, crane limitations and any safety hazards such as exposed risers,
etc;
A description of the Vessels work pattern/cycle to ensure there are sufficient
officers and crew to perform a safe operation. (Note: applicable when additional
manning is or could be required over and above that stated in the Minimum Safe
Manning Certificate issued by the Flag State).
Any special role such as:
o Minimum carrying capacity for deck and under deck cargoes. Note: Tank
design/construction, mechanical tank cleaning machinery and product re-
circulation requirements should also be included to minimise tank cleaning
work;
o Minimum bulk cargo pumping rates and the size, type and location of any
bulk hose connections;
o Anchor handling, towing and chain/wire storing requirements;
o Rescue and recovery of survivors from the sea, provision of first aid, oil spill
recovery/dispersal, fire fighting capability and survival craft/rescue boat/Fast
Rescue Craft (FRC) specifications;
o For crew change Vessels: the sea-keeping expectations; maximum transit
times; the number and style of passenger seats; the provision of washrooms
and the preferred means of passenger embarkation/disembarkation to the
platform/rig;
o Overnight or temporary accommodation (for non-marine crew);
o The provision of a suitably rated marine-based crane, deck mounted;
o Machinery/equipment; non-radio communications (e-mail, satellite, etc).
Note: The SOW for specialist marine operations such as Seismic, Survey, Diving, Heavy-
Lift Project, Mobile Drilling, and Floatel operations are often Project or Vessel specific and
shall be developed using traditional Company contract templates.
6.3.2 Fitness for Purpose
The Asset is responsible for ensuring that the intended Vessel for charter is fit-for-purpose
and suitable for operation within a defined range of environmental and weather conditions
and in so doing provide the maximum vessel operability and minimum vessel downtime.
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Refer to Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 Marine Vessel

Acceptance for additional requirements.
The person in control of manoeuvring the Vessel shall have a clear view of the working
deck from the bridge controls position. Closed Circuit Television (CCTV) maybe
substituted where line of sight is restricted. Machinery which may be operated from a
remote position shall be clearly marked to warn personnel.
There shall be a robust and clear means of communication between the person in control
of manoeuvring the Vessel and the person in charge of deck operations.
A Man Overboard Boat (MOB) shall be carried by each Seismic/Survey Vessel. Man
overboard procedures shall identify designated crew members to man the MOB. Each
designated crew member shall be trained in small boat operations. The launching,
recovery and operation of the MOB shall be under the direct control of the Master. Under
no circumstances is a MOB to be used as a workboat; should a workboat capability be
required this shall be provided in addition to the minimum requirement for rescue and
recovery craft.
As a minimum there shall be procedures in place for:
Lookout duties and warnings to other vessels when manoeuvring is restricted;

Ship to ship personnel transfers;
Use of chase boats and recovery and rescue for man overboard incidents;
The interface between the Marine and Survey/Seismic operations;
Working in the vicinity of Offshore Installations.
Where extra equipment is placed on the Vessel, its effect on the Vessels stability shall be
assessed in both the static and operating mode. This is critical if lifting equipment or
cranes are added.
Vessel intended to undertake anchor handling and/or towing operations shall have
sufficient stability, towing and manoeuvring capability and the crew shall be competent
and sufficiently experienced to undertake the work safely.
Inclusion of 24-hour manning at a work site shall dictate that there are two suitably
qualified persons on the Vessel Bridge at all times and that the engine room is manned at
all times during operations.
All vessels/Barges on charter must comply with International Maritime Organisation (IMO)
Ballast Management Resolutions relevant to size and age of vessel.
All Charter Vessels/Barges shall comply with the maximum age criteria as defined in the
Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 - Vessel Age.
6.3.3 Charter Parties
Assets shall only use the latest Company-approved Charter Party provided by the
Contracts and Procurement team.
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6.3.4 Supplier/Company Management Audit
Refer to Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 - Owner

Assessment.
6.3.5 Shipbrokers
Assets shall only use Company-approved Shipbrokers.
6.3.6 Survey
On-hire and off-hire surveys shall be carried out on all Vessels approved Contractors.
6.4 General Offshore Supply and Anchor Handling Operations
6.4.1 Introduction
All Assets, Contractors and Vessel owners/operators shall operate in accordance with the
latest edition of the Guidelines for the Safe Management of Offshore Supply and Anchor
Handling Operations (North West Europe Area). These Guidelines, which can be
downloaded free from www.british-shipping.org, incorporate best practice and procedures
from North Sea operating companies, logistics companies, ship owners and shippers as
well as lessons from the appropriate safety forums.
6.4.2 Minimum Vessel Specification
All Charter Vessels working in harsh or remote locations that are required to work close to
Offshore Installations shall have the following minimum equipment:
Platform Supply Vessels (PSV) Requirements:

Joystick control;
Twin controllable pitch propellers;
High lift rudders (or equivalent);
Two bow thrusters;
Single stern thruster.
Additional Requirements for Anchor Handling Tug Supply (AHTS):

Double anchor handling drum;
Hydraulic towing pins;
Hydraulic Sharks Jaws/Karm Forks;
Open stern with movable roller.
Note: This specification does not apply to vessels used solely for crew change purposes.
6.5 Emergency Response and Rescue Vessel (ERRV) Operations
6.5.1 General
Where an Emergency Response and Rescue Vessel (ERRV) is required to support an

Offshore Installation or platform, Assets shall ensure the Vessel complies with UK Oil &
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Gas Emergency Response & Rescue Vessel Guidelines, or where National Regulations
are not stipulated, vessels shall have as a minimum:
Shall have ERRV class notation;

Shall have fire fighting class 1 installed and class approved;
Suitable equipment and designated rescue zones to rescue persons directly from
the water;
Rescue craft of sufficient number, size and capability plus an effective launch and
recovery arrangement;
Designated areas for the care of survivors;
Sufficient potable water and emergency rations to support survivors for a time
period appropriate to local situation;
Adequate and competent crew to man the Vessel, operate the equipment, support
rescued personnel and carry out any designated role for the period required;
Regular training exercises in conjunction with the Offshore Installation as part of a
formalised training plan.
Where the ERRV is required to act in a multi-purpose role to provide support, the
capability of the Vessel to respond to an emergency shall not be compromised.
Assets shall ensure the ERRV shall have on board, operating procedures and Asset-
specific performance standards that cover all aspects of the Vessels emergency support
role.
The Vessels log book shall be a complete record of events on board the Vessel and
those observed on the Offshore Installation or platform.
Reference can be made to the following OIL & GAS UK documents: Emergency
Response and Rescue Vessel Management Guidelines and Guidelines for the Survey of
Vessels Standing by Offshore Installations.
6.5.2 Shared Rescue and Recovery Services
Proposals to introduce shared rescue, recovery and associated services shall be

managed as required by the BG Management of Change Standard BGA-BGA-GEN-OS-
0003.
The management of change review shall involve personnel actually assigned to the
Installation(s) involved since they will have the best understanding of operational details
likely to be affected by the proposed changes.
The review shall consider any changes likely to result from the implementation of the
shared service. These may include such aspects as:
Location of equipment, including any Vessel(s) involved;
Planning of activities involving all the Offshore Installations supported by the
shared service this may include the re-scheduling of regular flights to some or all
of the Offshore Installations;
Planning of activities involving only individual Offshore Installation(s);
Communications arrangements required to ensure that all parties are aware of
each others requirements;
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Communications arrangements required to ensure that all parties are kept advised
of any problems and/or conflicts in providing the level of support required;
Processes to be followed in resolving conflicts in the provision of support;
The provision of additional Field/Offshore Installation documentation, procedures
and layout plans;
Requirements for briefings for personnel likely to be affected by the implementation
of the shared service. This is likely to be primarily the complements of the Offshore
Installation(s) involved but the review should consider others who may also be
affected;
Crew familiarisation with additional Offshore Installations and verification trials;
Requirements for additional temporary support, if any, during implementation of the
shared service;
Potential operations at any of the Offshore Installations involved in the shared
service which may require mobilisation of additional temporary support.
6.6 Dynamically Positioned (DP) Vessel Operations
6.6.1 General
This section contains the requirements for any Vessel/Barge operating on DP other than
moored vessels which will be considered if fit for purpose.
A fully operational DP system shall reliably keep a Vessel/Barge in position and working
such that the maximum excursion from Vessel motions and position control system
accuracy shall be equal to, or less than, half the critical excursion for the work being
carried out.
Each DP Vessel/Barge shall operate within the limitations of its single point worst case
failure scenario such that in the event of a single point worst case failure the
Vessel/Barge will remain on station and will not be subject to uncontrolled excursion.
All DP Vessels operating in DP mode shall:

Have valid DP Class Notation from one of the International Association of
Certification Societies (IACS) member Classification Societies;
Have a Flag State Verification and Acceptance Document;
Have valid Failure Modes and Effects Analysis (FMEA) specific to the Vessel as
per International Marine Contractors Association (IMCA) M 166 Guidance on
Failure Modes and Effects Analyses (FMEAs);
Comply with IMCA M139 Standard Annual DP Trials Report;
Have DP personnel trained and qualified in accordance with IMCA M 117 The
Training and Experience of Key DP Personnel;
Have valid Class Notation of DP2 or DP3 and in addition shall comply with IMCA M
103 The Design and Operation of Dynamically Positioned Vessels when
operating within 500m of a fixed or anchored platform, structure or installation;
In addition to IMCA M 103, also comply with IMCA M 182 International Guidelines
for the Safe Operation of Dynamically Positioned Offshore Supply Vessels when
operating as a supply vessel within 500m of a fixed or anchored platform, structure
or installation.
Note: see www.imca-int.com

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6.6.2 Safe Working Limits
Safe working limits shall be determined for each geographical location and type of task to
be performed. These limits must consider every possible failure mode, and the likely time
to restore the DP system and/or move clear of an area such that a safe situation exists.
Particular attention shall be paid to the following scenarios:

Failure of any section of the power generation, distribution and control systems;
Blackout situation and the Vessel movement against time to restore power while
operating within the 500m zone or development area;
Selection of the most appropriate DP reference systems for the site conditions;
Failure of position reference and heading reference systems or components;
Common operating errors (.e.g. enabling or disabling incorrect reference system);
Thruster or other propulsion failures;
Time to recover any equipment or divers from the sea to a safe position;
Divers working within a jacket or subsea structures;
Water depth, current, wind speed, wave height, swell and visibility.
Notes:
A Safe Situation means an activity has or could immediately cease with no serious
consequences.
Safe Working Limits are the environmental limits that would make a critical excursion
from a single fault very unlikely either through adequate remaining power for effective;
small environmental loads and a short time period to reach a safe position; or position
loss under existing circumstances and conditions does not have any serious
consequences.
6.6.3 Redundancy of Equipment
All DP Vessels used to conduct Diving, Drilling, Floatel, Pipelay Operations must be
Class 2 as a minimum.
Required levels of redundancy shall be addressed during pre-mobilisation hazard analysis

and evidenced within Asset documentation.
6.6.4 Proving Trials
All new DP Vessels/Barges are required to undertake proving trials in addition to, and
after, testing and commissioning trials. The DP system shall be proven in all normal
modes of operation. When all normal modes are functioning correctly, failure modes shall
be simulated and the results of such tests documented. Finally, performances shall be
demonstrated in both the intact and various failed conditions.
All DP Vessels shall also undertake a series of on-hire DP acceptance trials prior to
commencing work on the charter/contract; a series of field entry trials shall also be
initiated on the resumption of DP operations following periods of transit within the
charter/contract period.
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Such proving trials shall be carried out (observed) and properly documented by a
competent third party and the results made available to the Company. These DP proving
trials shall be conducted at a safe location (well clear of 500m safety zones) and carried
out annually by a competent independent third party and the documented results made
available to the Company.
6.6.5 Closest Approach
The closest approach to an Offshore Installation during routine operations shall not be
less than 10m. In circumstances where an approach of less than 10m is required, such as
for vessels approaching a boat landing, this shall only be undertaken by vessels suitably
designed to make a closer approach safely. In any event, all such operations shall be
appropriately risk assessed by the Asset/Project and conducted under a Permit to Work
issued by the Offshore Installation with all appropriate mitigation measures put in place.
Where DP operations take place close to an Offshore Installation and within a mooring
spread, the DP Vessel/Barge shall have a minimum 180 safe sector for exit.
At all positions within that safe exit sector the deepest part of the Vessel/Barge hull, or
hull penetration where applicable, shall be at least 10m above the mooring catenary. In
all cases where close approach is required, scale plan and profile drawings shall be
provided to ensure that:
There are no surface obstructions such as Offshore Installation platform

extremities, lifeboats, gantry systems, etc. The lateral and roll movements of the
Vessel/Barge shall always be taken into account;
There are no subsurface obstructions caused by the batter of deep water jacket
leg structures. DP operators shall always be aware of the dangers associated with
a taut wire position reference system should it become fouled and give corrupt
information.
The approach to turret moored Floating Production Storage and Offloading Unit (FPSO)
where rotation may occur due to changes in weather requires special consideration and
shall be addressed in site-specific procedures.
6.6.6 Diving Support Vessels
6.6.6.1 Operation
All DP Diving Support Vessels (DSVs) shall, as a minimum, be DP Class 2 and operating
in that mode. Diving shall be undertaken within the guidelines laid down by IMCA D 014
IMCA International Code of Practice for Offshore Diving and IMCA D 010 Diving
Operations From Vessels Operating in Dynamically Positioned Mode.
For diving operations outside of the 500m zone, which may be conducted by smaller craft,
the requirements of the IMCA guidelines shall be observed.
6.6.6.2 Diving Hazards

For every Vessel/Barge and Project there shall be a pre-mobilisation risk
assessment/Hazard Identification (HAZID) study to identify and evaluate the risks which
are not included in generic and task-specific procedures.
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The maximum operating parameters, regardless of wind or sea direction, shall be

established for each workscope.
When diving operations are to be undertaken in the vicinity of anchor mooring lines, the
accuracy of their position and excursion is to be determined. If it is necessary to dive
within the catenary of a mooring system, the catenary and the touchdown points of the
mooring lines are to be confirmed by the use of a Remotely Operated Vehicle (ROV).
All diving operations within a mooring pattern will be conducted under a Permit to Work
System issued by the unit within whose mooring pattern the diving operations are to take
place.
Any diving installations and diving work shall comply, as a minimum, with IMCA
International Code of Practices for Offshore Diving (IMCA D 014).
6.6.7 Accommodation Vessels
All DP accommodation Vessels shall, as a minimum, be DP Class 2 and operating in that

mode. In addition to the requirements set out in Sections 6.6.1 - 6.6.5 an accommodation
Vessel shall meet the following criteria:
No single point failure mode shall risk position loss such that the gangway
connecting the DP Vessel to the structure shall be damaged, or shall move in such
a way as to injure personnel using the gangway;
Personnel shall be given sufficient warning to safely clear the gangway;
The determination of safe working limits shall consider the speed with which
position could be lost relative to the time required for personnel warning, clearing of
the gangway and lifting and swinging it clear. Also, the distance from the nearest
point of contact, and the speed at which this distance can be covered relative to
position recovery, shall be considered.
In addition, there shall be an independent joystick facility for manoeuvring.
6.6.8 Semi Submersible Crane Vessels (SSCVs)
All DP Semi Submersible Crane Vessels (SSCVs) shall, as a minimum, be DP Class 2

and operating in that mode.
In addition to the requirements set out in Sections 6.6.1 - 6.6.5, a SSCV shall meet the
following criteria:
No single point failure shall cause an excursion or loss of position such that contact
with a nearby structure is possible, whether such nearby structure is fixed or
floating, moored or using DP;
The determination of safe working limits shall consider the clearance necessary in
normal operating condition so that the failure case above is met with a margin of
10m.
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Note: The use, for assistance, of passive, pre-laid anchors or external power, e.g., tugs,
may be considered but response times shall be taken into account and their failure modes
must be considered.
In addition, there shall be an independent joystick facility for manoeuvring.
6.6.9 Pipelay Vessels
All DP Pipelay Vessels shall, as a minimum, be DP Class 2 and operating in that mode.
In addition to the requirements set out in Sections 6.6.1 - 6.6.5, a Vessel maintaining
position while providing a steady tension during lay operations on a rigid or flexible
pipeline, riser, cable or umbilical shall meet the following criteria:
No known failure shall result in a loss of Vessel position to the extent that the
integrity of the product being laid is threatened;
The determination of safe working limits shall consider the consequences of a
sudden loss of the tension load, as might result from mechanical, hydraulic,
pneumatic or electrical component or system failure, such that in the event of
failure it does not result in risk of:
o Injury to personnel working on or near the firing line, tensioner tower, lay
station, coating, inspection or anode station, product deployment point, etc;
o The Vessel coming into contact with any nearby structure or vessel;
o Lifting injury during crane operation from attendant vessel;
o The effect of maximum wave amplitude in shallow waters.
The safe working limits shall additionally be determined by considering the limitations
introduced to Vessel heading and position-keeping capability as a result of single point
worst case failure during lay operations performed in beam-on environmental conditions.
6.6.10 Survey, ROV and Trenching Support Vessels
All DP Survey, ROV and Trenching Support Vessels shall, as a minimum, be DP Class 2
In addition to the requirements set out in Sections 6.6.1 - 6.6.5, a Survey, ROV or
Trenching Support Vessel shall meet the following criteria:
No single point failure shall cause a position loss which could result in contact with
another Vessel, mooring line or offshore structure, or cause the trencher/plough to
be dragged off location;
The determination of safe working limits shall reflect the location in which the work
is being carried out, the time to recover to a safe situation, and the relative size of
the Vessel and any nearby structure.
ROVs shall comply, as a minimum, with IMCA Code of Practice for Safe and Efficient
Operation of ROVs (IMCA R 004).
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6.7 Vessels with Fire Fighting (Fi Fi) Capability
Where fire fighting is a designated Vessel role, Assets shall:

Only use Fi Fi Vessels that have Class notation (recognised Fi Fi performance);
Develop fire fighting response procedures which include various scenarios and the
actions required of the FiFi Vessel and Offshore Installation;
Ensure the fire fighting response procedures recognise the danger of placing large
volumes of water on the Installation (potential structural damage and personal
injury);
Conduct regular joint exercises with the Fi Fi Vessel.
6.8 Survey and Seismic Operations
6.8.1 General
This section includes the following types of marine activity:

Seismic acquisition;
Hydrographic activity including sonar;
Sea bed coring and sampling;
ROVs;
Marine assessment of environment and habitat prior to any operation taking place.
Where Seismic operations require close approach to within 500m of fixed installations, a
set of specific Close Approach Procedures shall be put in place.
A bridging document, which interfaces the Safety Management System (SMS) of the
Company and the Vessel shall be prepared for the duration of the Project.
6.8.2 Coring Vessels
There are various safety hazards associated with the equipment used during coring
operations and, in particular, the methods used to deploy and recover equipment.
Assessments to identify all known hazards shall be completed with procedures put in
place to mitigate any identified risk.
6.9 Vessels/Barges Alongside Company Offshore Installations
This section contains instructions relating to any Vessel / Barge which is anchored close
to a Company Offshore Installation.
6.9.1 Risk Assessment/Hazard Analysis
Any Vessel/Barge requiring entering the 500m zone around an Offshore Installation shall
complete a full risk assessment and hazard analysis on the work scope to ensure that all
operations are conducted in a safe manner and a BG Group pre-entry checklist
completed. (see example in Appendix B). The hazard analysis shall include any
specialised operations such as diving. From the risk assessment, full operating
procedures shall be developed to mitigate risks.
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6.9.2 Bridging Document
A bridging document, which interfaces the Safety Management System (SMS) of the
Company and the Vessel, shall be prepared for the duration of the Project.
6.9.3 Combined Operations Notification/Operations Manual
When a mobile Offshore Installation (Barge, Floatel, etc) is to be located adjacent to a

Production Installation, a Combined Operations Notification is required to be submitted to
the relevant parties prior to the ComOps taking place. The Notification will detail the
interfaces between the Installations and to incorporate the bridging document.
As part of the Combined Safety Case, a Combined Operations Manual is required to

inform active personnel of the Project and to bridge the Barge and Installation SMSs.
6.9.4 Move to Stand-off Position
When a Vessel/Barge is situated alongside an Offshore Installation and any of the

environmental limits with respect to mooring tensions, wind or sea state is approached,
the Vessel/Barge shall be moved out to the stand-off position as soon as possible.
The environmental limits that determine when a Vessel/Barge moves to a stand-off

position shall be established in the Combined Operations Manual.
Before the Vessel/Barge offset or mooring tension limits are reached, the unit shall use
thrusters, where fitted, to extend its operating capability. When thrusters are used to
reduce the environmental loadings, they shall not be run at over 50% load/power. When a
50% load factor is reached, the unit shall stop all appropriate operations and move to the
stand-off position and be ready to take further action should weather conditions continue
to deteriorate.
At all times, the unit shall be operated within the limits defined in the mooring analysis and
location approval issued by Contractors Warranty provider.
6.10 Semi Submersible/Jack-Up Drilling and Accommodation and Production Units
All of the above Vessels either contracted or sub-contracted to the Company shall have
the marine hull(s), marine systems, documents and procedures inspected by a competent
person prior to commencement of service.
All ballasting or de-ballasting operations shall be carried out by a responsible, competent

and fully-trained operator.
All ballast operators shall have successfully completed an approved and recognised
ballast simulator training course.
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6.11 Mooring Systems
Refer to: Offshore Marine Assurance Standard - BG-ST-SHIP-SHIP-001.
Mooring failures necessitate additional marine operations and may also involve
unacceptable exposure to HSE risks. The integrity of mooring system proposals shall be
carefully reviewed by an Asset representative to ensure the exposure to the Company is
As Low As Reasonably Practicable (ALARP).
The mooring analysis must include a single worst case scenario and should be able to
demonstrate that such a failure shall not result in a collision of the vessel with any
installation and or will not result in any other condition that may result in asset damage
and or personnel injury. It should clearly define the limiting parameters for the operation
to continue.
Assets shall have a system in place to approve the anchor plans, soft mooring plans if
vessels are to be moored to the platform and anchoring procedures for each location. The
procedures shall include the requirements for:
A full dynamic mooring/quasi-static analysis designed and prepared in accordance

with the Offshore Installations (Design and Construction) Regulations SI 1996/No
913 and Operations Notice ON27, and Posmoor Codes;
An appropriate risk assessment to mitigate the risk of damage when anchoring in
the vicinity of, or over, subsea pipelines and/or equipment;
Adequate integrity and capability of the mooring system (anchors, chains, wires,
winches and brakes) as a whole to withstand relevant operating conditions,
extreme storm conditions and any relevant accidental or temporary conditions
(single component failures, etc);
The Vessel/Barge mooring tension gauges and line out meters to have remote
readouts in the ballast control room, or any other control room that is a manned
and functioning as an information and control area.
6.11.1 Mooring line catenary
Mooring Catenary shall maintain 20m vertical clearance from pipeline in the intact
condition and 10m in the failed condition;
Mooring enhancement shall be considered for Pipeline cross in of catenary such as
subsea buoyancy and fibre rope enhancements;
Catenary touchdown not within 200m of subsea structure;
Anchors shall not be placed within 200m of subsea structures;
Anchors shall not be placed within 400m in the direction of pull from any subsea
structure;
Cross Mooring situations should be avoided however, when unavoidable, in cross
mooring situations a minimum of 20m vertical clearance shall be maintained
between catenaries in the intact and 10m in the failed condition;
In the case of alongside units, (Accommodation, Moored tender barges etc), the
above requirements apply both in the alongside and stand-off position.
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6.12 Anchor Handling Restrictions
The following general restrictions shall apply to the placement of an anchor close to an
existing Offshore Installation or subsea equipment:
When working within a 5km radius of a Company Production Installation or

associated subsea installation each anchor shall only be placed or recovered
on/from the bottom with the prior approval of the Company Marine Representative
and in accordance with the Company approved mooring procedure;
All anchor handling operations near to pipelines or other subsea equipment shall
be closely monitored using a survey package;
Whenever anchors are being run, sufficient tension shall be kept on the anchor
line/chain to ensure it does not come into contact with any part of the pipeline,
flowline or umbilical;
Whenever an anchor is run out over a pipeline flowline of umbilical, the anchor
shall be decked on an open-stern anchor handling Vessel with and secured with a
second (preventer) wire of the same diameter as the main pennant or a mechanical
stopper;
Chain chasing systems, where fitted, shall never be run where there is a risk that
the chaser may come into contact with a pipeline, flowline or umbilical;
Where a Vessel/Barge is moored close to an Offshore Installation, mooring lines
shall never be run such that they come within 10m of the Installation.
6.13 Small Boat and Marine Craft Operations
Due to their size and exposure to the elements and the less rigorous regulatory
requirements, small boats or marine craft present a higher risk to the personnel on board.
The use of small boats and marine craft shall be subject to a formal risk assessment prior
to the commencement of, or prior to a change to, an operation.
Assets shall have in place procedures to manage the use of small boats and craft. Where
a small boat or marine craft is hired or chartered, the Assets shall ensure that the Vessel
is fit for purpose, well maintained, has an acceptable standard of safety and
communications equipment, and is competently manned.
Further useful information is contained in the Marine Guidance Note 280 (M) Small
Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats
Alternative Construction Standards. MGN 280 can be downloaded free of charge from
http://www.mcga.gov.uk
6.14 Personnel Transfers by Vessel
6.14.1 General
Where the Vessel is intended to be used for the transfer of personnel to/from an Offshore
Installation the Asset shall have an immediate means to provide the names and details of
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all passengers. The following issues shall also be satisfactorily addressed:

Suitability to operate in the worst weather conditions envisaged;
Safe embarkation and disembarkation of passengers at each location and the PPE
to be worn;
Communication and tracking of Vessel location;
Control, security and well-being of passengers;
Emergency drills.
The transfer of personnel during the hours of darkness shall, so far as possible, be
avoided. However, when deemed to be absolutely necessary this shall not take place
unless a specific risk assessment has concluded that the risks are acceptable. The risk
assessment shall be conducted jointly by the OIM and Vessel Master.
All non-marine personnel being transported offshore shall be in possession of a

recognised and valid offshore survival or basic sea survival certificate.
6.14.2 Personnel Transfers between Vessels
The use of inflatable craft for personnel transfers between Vessels is forbidden. However,
the use of rigid inflatable boats is acceptable.
Wherever possible, personnel being transferred shall remain seated at all times, except
where otherwise instructed by the Coxswain of the craft. Personnel shall be directed to sit
in such a manner that bodily shock loadings due to the motions of the craft will be
minimised.
6.15 Personnel Transfers to/from a Vessel by Basket
Personnel transfers to/from a vessel by basket shall only be carried out under a Permit to
Work (PTW) system. Refer to Working at Heights Standard (BGA-OPS-OS-0033) Section
3.3 Planning and Risk Assessment. Vessels shall have greater than 100m2 clear deck
space available for safe transfer.
6.16 Helideck Operations
Aviation Operations Standard BGA-OPS-GEN-OS-0044 shall be referenced with respect

to helicopter operations.
6.17 Cargo Handling Operations
All Assets, Contractors and Vessel Owners/Operators shall comply with:

BG Standard for Hoisting and Lifting (BGA--OPS-OS-0042);
BG Standard for Working at Heights (BGA--OPS-OS-0033).
Assets shall also refer to the latest edition of the Guidelines for The Safe Packing and
Handling of Cargo To and From Offshore Locations published by OIL & GAS UK (which
can be downloaded free from www.british-shipping.org).
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6.18 Operations within an Offshore Installation Safety Zone
6.18.1 General
All Vessel Masters are required to request clearance from the OIM before entering the
Offshore Installation 500m safety zone and complete the BG Group pre-entry checklist
(see example in Appendix B).
When entering the 500m zone, the Vessel Master shall ensure that proper safety
measures are taken and that special consideration is given to the effects of sea, wind and
current.
Vessel set-up procedures, prior to moving alongside, shall be conducted at a distance of

not less than 50m from the Installation. Additionally, the position of the Vessel relative to
the Installation shall ensure that, in the event of failure of its power generation, control or
distribution systems, prevailing conditions will not result in a collision between the Vessel
and the structure of the Installation.
Each Vessel/Barge which is required to approach within 500m of an Offshore Installation

shall have spark arrestors fitted to all exhaust stacks, or shall use the Permit to Work
system. It is the Masters responsibility to ensure that spark arrestors operate efficiently.
Prior to a Vessel/Barge commencing any activity within the 500m zone, the Asset shall
undertake a risk analysis/hazard identification and issue task-specific procedures for the
operation. Where the Vessel/Barge does not have adequate redundancy of power
generation, distribution and control systems such that a single point failure shall endanger
the Installation, safe operating parameters shall be established. In addition, the Asset
shall prepare a document to interface the SMSs of the Vessel and the Installation.
All vessels must be suitably manned in accordance with MSN 1767 (M) and where 24
hours operation are required STCW 98 hours of rest regulations complied with.
Prior to entry to 500m Safety Zone vessel master shall ensure that 500m zone safety
checks are completed and logged in the deck log as per vessels ISM code.
6.18.2 Bridge Manning
Any Vessel operating within the 500m zone shall have onboard, as a minimum, two
persons who are individually competent and certified to control and manoeuvre the
Vessel.
The Master of any Vessel/Barge manoeuvring alongside an Offshore Installation, or any

other Vessel, shall remain on the bridge or within close proximity at all times. This does
not preclude suitably experienced and qualified persons with a rank of no less than Mate
(for that size of vessel) actually handling the Vessel to relieve the Master at the controls.
Furthermore, while manoeuvring near to or alongside an Installation, the Vessel/Barge

bridge shall be manned by two persons. The second person should be able to manoeuvre
the Vessel away from the Installation should the Master/Mate be incapacitated.
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Vessels operating on DP shall have one trained Senior DP Operators and one trained DP
Operator on the bridge at all times. They will man the DP console alternately, being
relieved at regular intervals.
6.18.3 Engine Room Manning
Any Vessel operating within the 500m zone shall have onboard, as a minimum, two
engineers who are individually competent and certified to control and respond to any
generator and/or propulsion engine failures.
While a Vessel/Barge is manoeuvring alongside an Offshore Installation or any other

Vessel, at least one of the engineers shall remain in the engine room or the engine control
room at all times to restore power loss and/or mitigate any deficiency as quickly as
possible, for any critical situation leading to the loss of the Barge/vessels capabilities or
any oil pollution during the transfer of hydrocarbons.
6.19 Offshore Hydrocarbons Transfers
6.19.1 General
Assets and Vessels shall use a recognised bulk cargo operating procedure and check list
when planning hydrocarbons transfers.
An example of good practice can be found in Section 4 Bulk Cargo Operations

Guidelines for the Safe Management of Offshore Supply and Anchor Handling Operations
(North West Europe Area). These guidelines can be downloaded free from www.british-
shipping.org
6.19.2 Vessel to Offshore Installation
Preference shall be given conducting hydrocarbons transfers during daylight hours.
No transfers shall take place in marginal weather conditions.
6.19.3 Vessel to Vessel
Vessel to Vessel transfers shall only be considered after first rejecting all other lower risk
options.
The Company Representative shall seek assurance that National/Local

Regulations/Authorities allow such Vessel to Vessel transfers to take place and that all the
necessary notifications have been made.
The operation shall be agreed by the Masters of both Vessels involved and each party
has the right to refuse to commence or stop the operation at any time.
The operations shall, so far as possible, only take place in daylight and with good visibility.
When it is not practicable to conduct the operation during daylight hours, prior to night
time operations being sanctioned a risk assessment shall be carried out to ensure the
risks are mitigated to an acceptable level. In addition adequate illumination shall exist on
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the two Vessels so that the entire operation can be conducted in favourable lighting
conditions.
The area in which the operation will be performed shall be clear of any navigation hazards
and obstructions. An assessment of Vessel traffic density shall also be conducted prior to
the commencement of operations.
All over the side operations including diving and ROV activities shall be suspended prior
to the Vessels coming together and shall remain so throughout the transfer and until the
Vessels have cast off and are clear of each other.
The Master of the receiving or mother Vessel shall have previous experience in the
proposed refuelling operation between the Vessels.
As part of the planning process a study shall be conducted to ensure that the Vessels
involved are compatible in critical features of design and equipment and that
communications, mooring and handling operations can be conducted safely and
efficiently. A vessel to vessel hydrocarbon transfer plan shall be developed and agreed
between the operating companies of each vessel. This plan shall be reviewed and
endorsed by the Master of both vessels prior to the conduct of the transfer operation.
All vessel to vessel transfer shall be conducted outside of the 500m safety zone.
6.20 Fuel Management and Quality Monitoring
The incidence of microbiological contamination (MBC) in fuel, both onshore and offshore,
is the result of poor fuel management. All Vessel Owners/Operators shall implement a
system to monitor MBC in fuel.
A satisfactory monitoring system includes:

Samples from all fuel tanks being taken on a circa three-monthly rotational basis
and tested using a recognised fuel testing method;
Fuel tanks being rotated to reduce storage time in any one tank.
6.21 Vessel Audits, Inspections and Surveys
Refer to the Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 - Marine

Vessel Acceptance & Owner Assessment.
6.22 Marine Consultancy
Refer to the Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 - Marine

Consultancy/Contractor
6.23 Waste Management
Transfer of waste shall be handled in accordance with the owner or management

companys procedures, the local port regulations and Annex V of MARPOL.
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7.0 Appendices
7.1 Appendix A Definitions & Abbreviations
Definitions
In this document, the following definitions apply:
BARGE A barge is considered to be a vessel. However, if it falls within the

definition of an Offshore Installation, it shall also be considered as an
offshore Installation and must comply with both offshore and maritime
legislation;
COMPANY BG Group or a wholly-owned subsidiary company or other client
organisation;
CONTRACTOR The person, firm or company undertaking to supply services plant, or
equipment to which his document applies;
GROUP The manager or principal discipline engineer responsible for
TECHNICAL producing and maintaining a given Standard / Guideline; reviewing
AUTHORITY and either approving or rejecting Dispensation Requests made against
BG Standards by an Asset / Project;
HARSH Harsh environment is any condition which may affect people,
ENVIRONMENT equipment or facilities, to such an extent that precautionary measure
must be taken to safeguard personnel, the facility or to maintain a safe
system of work. Harsh environment includes snow, ice, fog, hail,
lightning, heavy rain, high or low humidity, high winds, low cloud base,
poor visibility, severe sea states, strong currents, high and low
temperatures, and an absence of established emergency response
infrastructure. Weather conditions can change quickly and the effects
of short term variations such as wind gusts must be considered.
Relevant MOPO and AWWPs specific to the area of operation shall be
referenced and adhered to;
LONG-TERM A charter period of three months or more;
CHARTER
MARINE Person appointed by the Asset to oversee marine operations;
OPERATIONS
SUPERVISOR
MARINE A qualified BGA Mariner with specialist knowledge of offshore marine
SPECIALIST operations;
OFFSHORE This describes any Installation or part of an Installation, whether
INSTALLATION floating or not, which is engaged in the exploitation of mineral
resources or with exploration with a view to such exploitation;
OFFSHORE A vessel chartered to support routine offshore operations such as
SUPPORT platform supply, anchor handling, towing, crew-changing or emergency
VESSEL response;
SHALL A mandatory term - no dispensation is permitted without written
approval using the formal dispensation procedure;
VESSEL Any ship, boat, craft or barge used for any purpose, with or without its
own propulsion that uses positive buoyancy as part of its integrity. This
includes heavy lift vessels, crane barges and ships, accommodation
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barges or ships, and any other specialist ship or barge engaged for use
within an Upstream business activity.
Abbreviations
AHTS Anchor Handling and Tug Supply vessel
AWWP Adverse Weather Working Policy
BGA BG Advance
CCTV Closed Circuit Television
DP Dynamic Positioning
DSV Diving Support Vessel
ERRV Emergency Response and Rescue Vessel (formerly called Standby
Vessel)
ERRVA Emergency Response and Rescue Vessels Association
Fi Fi International Fire Fighting Standard
FMEA Failure Mode and Effect Analysis
FPSO Floating Production Storage and Offloading unit
FRC Fast Rescue Craft
GLS Global LNG Shipping
GTA Group Technical Authority
HSE Health, Safety and Environment
IACS International Association of Classification Societies
IMCA International Marine Contractors Association
IMO International Maritime Organisation
ITT Invitation To Tender
MODU Mobile Offshore Drilling Unit
MOS Marine Operations Supervisor
MOPO Manual Of Permitted Operations
OIM Offshore Installation Manager
PPE Personal Protective Equipment
PSV Platform Supply Vessel
ROV Remotely Operated Vehicle
SOW Scope of Work
OIL & GAS UK Oil & Gas UK (formerly UK Offshore Operators Association UKOOA)
7.2 Appendix B - 500m Safety Zone Pre Entry Checklist
Purpose
The purpose of this document is to provide a standardised global Pre-Arrival & 500 Metre
Safety Zone Checklist that will apply to and be used by all vessels entering a BG Group
owned or operated field.
Scope
The Pre-Arrival & 500 Metre Safety Zone Checklist shall apply to all BG Group offshore
facilities / marine operations where marine vessels / units will conduct activities within an
established safety zone of an installation or field. This checklist does not override or
substitute for any local or national requirements.
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Responsibilities
It is the responsibility of the vessel Master or Officer on watch to comply with the
requirements of this process and complete the Pre-Arrival & 500 Metre Safety Zone.
Checklist.
General Requirements
Vessels / units will not be permitted within the 500 m safety zone of a facility / marine
operation without having been approved in accordance with the BG Group Offshore.
Assurance Process.
The following should be addressed in the local Operation or project Marine Manual:
No attending vessel shall operate within 500 m of a facility / marine operation
unless the installation or appointed designee has authorized the vessel to enter the
500 m safety zone. When inside this safety zone all vessels must comply with BG
Group policies in regards to safety, security, and environmental standards.
This checklist shall be completed on every occasion that the vessel is to enter
within a 500 m safety zone. The checklist will be signed by the Officer of the Watch
at each stage as required and will be countersigned by the Master or second watch
keeping officer after confirming that the correct actions have been taken. An entry
is to be made in the vessels log book attesting to completion of the 500 Metre
Safety Zone Checklist once all required tasks have been completed.
The checklist requires functional operation of the vessels systems to ensure safe
and satisfactory operation. Any checks where the status is marked No shall be
brought to the attention of the installation or appointed designee when seeking
permission to enter the 500 m safety zone.
Specific restrictions shall be referenced such as speed, daylight restrictions,
operational limit criteria or other critical operational information.
Any vessel non conformance with the Pre-Arrival & 500 Metre Safety Zone
Checklist shall be reported to the installation or appointed designee.
Once inside the 500 m safety zone, if the non conformance can potentially affect
station keeping, the vessel should move clear of the installation as soon as it is
safe to do so.
Log book entries shall be made when vessels enter/depart the 500 m safety zone.
Any specific project requirements shall be specified for documentation and / or
retention of the Pre-Arrival & 500 Metre Safety Zone Checklist.
Compliance and Review

Compliance with using this checklist is mandatory for every vessel entering, working, or
departing a BG Group owned or operated installation or field. Internal reviews are to be
performed by the Asset to verify that their vessels are compliant.
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BG GROUP PRE-ARRIVAL & 500 METRE SAFETY ZONE CHECKLIST

Vessel Name
Vessel Master
Field /
Installation
This document is to be used by all vessels entering, working or departing an installation or field
owned/operated by BG Group
Reference to Installation means field, installation or BG Group appointed party
A) PRE-ARRIVAL PROCEDURE
Communication with installation at least one hour prior to arrival outside the 500 m safety zone
(confirm to installation that vessel will call again when checklist is complete and they are ready to
request permission to enter the 500 m safety zone)
Yes No
Have confirmed with installation their intent to receive vessel, intended time alongside
A.1
and cargo discharge priority.
Marine Operations Manual has been reviewed for details of possible restrictions
A.2
(example: Bunkering during daylight only).
Simultaneous Operations (SIMOPS), if applicable, have been discussed and
A.3
understood
Manoeuvring mode during the operations to be agreed. If DP mode, DP checklist to
A.4
be used in addition.
Installation has confirmed any changes in field or hazards to be aware of in the field.
A.5 (note any hazards identified)
Vessel has checked and confirms all waypoints used are outside the 500 m safety
A.6
zone.
Vessel confirms that it is aware of procedures/requirements to safely complete the job
A.7 as agreed and understands the procedures and requirements associated with all
tasks and has the proper resources / equipment onboard.
A.8 All crew adequately rested; as per ILO Convention N. 180 and IMOs STCW
Convention, 1995
Date & Time:

Signature: Signature:
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B) PRE-ENTRY INTO THE 500 METRE SAFETY ZONE
Yes No
Sea and weather conditions including weather forecast assessed and acceptable for
B.1 operational period within 500 m safety zone. (note any limitations)
Safe direction of approach towards the installation evaluated, including prevailing and
B.2 predicted current/tidal conditions checked and confirmed as suitable to carry out
expected operations.
B.3 Bridge (2) and engine room (1) manned at all times inside the 500 m safety zone.
B.4 Communications tested and established between all relevant parties.
Crew advised that that no hot work or smoking on deck is allowed inside the 500 m
B.5
safety zone.
All involved crew informed on planned operation and tool box safety meeting has been
B.6
conducted and required PPE has been confirmed.
B.7 All crew advised that there is no fishing while inside the 500 m safety zone.
B.8 Protocol for managing external communications established by Bridge Management
Team.
B.9 Main propulsion systems tested ahead and astern and operate satisfactory.
Bow, stern and azimuth thrusters, as applicable, are running and are confirmed fully
B.10
operational.
Crew understands that no maintenance on critical manoeuvring systems will be
B.11
conducted while inside the 500 m safety zone.
Steering gear systems have been tested (main and emergency) including change over
B.12
control from auto to hand (operator) and confirmed operational.
B.13 Confirm auto pilot is off after testing.
Vessel and installation to confirm specific speed restrictions while transiting in the 500
B.14 m safety zone. (If no restrictions, vessel to proceed within the 500 m safety zone at
minimum steerage)
Working side confirmed with installation- if weather side, Risk Analysis to be
B.15 performed. (note which is the working side)
B.16 Installation and vessel alarm communication protocol established.

Installation has confirmed readiness for vessel arrival and operations. (inclusive of no
B.17
overboard discharge in working area from the installation)
B.18 Permission granted by installation to enter the 500 m safety zone.
Date & Time:
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C) DP CHECKLIST - Is DP Checklist Applicable?

YES NO
Yes No
C.1 Vessel specific DP Checklist completed?
Two appropriately certified DP operators (per IMCA M-117) will be on the bridge at
C.2
all times while inside the 500m safety zone.
C.3 Consequence Analysis activated and confirmed operational (DP2+ Vessels).
C.4 DP computer printers operational for system alarms.
C.5 Motion Reference Unit(s) - both types fully operational.
C.6 All position reference systems are in satisfactory working condition.
Power management system confirmed to have sufficient power available for
C.7
operation.
C.8 DP control system panel fully operational and lamp test conducted.
Thruster control established (auto or manual) and all thrusters available and
C.9
operational.
C.10 Vessel is operating within the specified DP Class for which it was chartered.
Date & Time:
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D) INSIDE THE 500 METRE SAFETY ZONE
Yes No
D.1 Emergency escape route has been established.
If vessel is in DP mode, have checked for expected helicopter operations and will
D.2
deselect wind sensors just prior to helicopter arrival.
Location of any sub-sea equipment during operations is known and risk has been
D.3 assessed and mitigated. (note any mitigating actions taken)
Location of any dropped objects risk has been assessed and mitigated. (note any
D.4 mitigating actions taken)
D.5 Radar secured, if necessary

Confirm with installation any delays or wait time. If vessel will be standing by, has
agreement been made with installation that vessel will move a safe distance from
D.6
the installation and wait? (note total time standing by idle)
If operating in DP close to a weathervaning installation is reference system

D.7
configured relative to the installation? (N/A is a valid answer if at a fixed facility)
Have determined effect of installation thruster wash on vessel manoeuvrability and
D8 necessary adjustments made as required. (N/A is a valid answer if at a fixed
facility)
Communicate with installation to determine if there are any planned heading
D.9
changes for the Installation. (N/A is a valid answer if at a fixed facility)
Date & Time:

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E) PRIOR TO DEPARTING THE 500 METRE SAFETY ZONE
Yes No
E.1 Manifest and all paper work has been properly completed and transferred.
Departure route has taken into account wind and current effects in case of equipment
E.2
failure so that vessel doesnt impact installation.
Vessel to be manoeuvred to a safe position clear of installation before changing
E.3
mode.
E.4 Radar and navigation systems restarted. (if necessary)
E.5 Vessel has notified installation of intention to depart 500 m safety zone.
E.6 Notice of departure from 500 m safety zone
Date and Time:

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8.0 Revision Record

Issue
Description of Revision
No.
00 Draft for review
01 Issued for use
Updated Sections with text added:
2.0
6.2: Field pipeline layouts and anchoring areas
6.3.1: Port/berth details, Pipeline layouts, And survival craft/rescue boat/FRC specifications
6.3.2: All vessels/Barges on charter must comply with IMO Ballast Management Resolutions
relevant to size and age of vessel.
All Charter Vessels/Barges shall comply with the maximum age criteria as defined in the Offshore
Marine Assurance Standard BG-ST-SHIP-SHIP-001 - Vessel Age.
The person in control of manoeuvring the Vessel shall have a clear view of the working deck from
the bridge controls position. CCTV maybe substituted where line of sight is restricted. Machinery
which may be operated from a remote position shall be clearly marked to warn personnel.
There shall be a robust and clear means of communication between the person in control of
manoeuvring the Vessel and the person in charge of deck operations.
A Man Overboard Boat (MOB) shall be carried by each Vessel. Man overboard procedures shall
identify designated crew members to man the MOB. Each designated crew member shall be trained
in small boat operations. The launching, recovery and operation of the MOB shall be under the
direct control of the Master. Under no circumstances is a MOB to be used as a workboat; should a
workboat capability be required this shall be provided in addition to the minimum requirement for
rescue and recovery craft.
As a minimum there shall be procedures in place for:
Lookout duties and warnings to other vessels when manoeuvring is restricted;
Ship to ship personnel transfers;
Use of chase boats and recovery and rescue for man overboard incidents;
The interface between the Marine and Survey/Seismic operations;
Working in the vicinity of Offshore Installations.
6.4.2: Supply Vessels.
Joystick control;
Two bow thrusters;
AHTS
Joystick control;
Two bow thrusters;
Double anchor handling drum
Hydraulic towing pins
Hydraulic Sharks Jaws/Karm Forks
Open stern with movable roller
Note: This specification does not apply to vessels used solely for crew change purposes
6.5.2: Where an ERRV is required to support an Offshore Installation or platform, Assets shall
ensure the Vessel meets Oil and Gas UK Emergency Response and Rescue Vessel Survey
Guidelines. In BG Group Operating locations where there are no local legislative requirements,
vessels must have as a minimum:
Sufficient potable water and emergency rations to support survivors for a time period
appropriate to local situation
Have a 'Standby' class notation.
Have minimum 50 man survivor capacity, unless local requirements dictate a higher
capacity.
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BG Group 2011
Have Fire Fighting Class 1 installed (and be class approved).

2.0 Be equipped with an emergency towing capacity.
(cont) Be equipped with minimum 1 x Fast Rescue Craft, with 10 man capacity.
Be no more than 20 years old at the end of the contract firm period.
6.6.1: This section contains the requirements for any Vessel/Barge operating on DP other than
moored vessels which will be considered if fit for purpose
6.6.2 Text added
Failure of position reference and heading reference systems or components;
Common operating errors (.e.g. enabling or disabling incorrect reference system);
Thruster or other propulsion failures;
6.6.5: conducted under a Permit to Work issued by the Offshore Installation with all appropriate
mitigation measures put in place.
The approach to turret moored FPSO where rotation may occur due to changes in weather requires
special consideration and shall be addressed in site-specific procedures.
6.6.7 & 6.6.8: likely single point
6.6.10: Class 2 and operating in that mode.
6.8.1: and a 500m Safety Checklist completed prior to entry into the 500m zone.
6.9.1: A 500m Zone Safety Checklist shall be completed prior to entry into the 500m zone
6.9.4: and location approval issued by Contractors Warranty provider.
6.11: The mooring analysis must include a single worst case scenario and should be able to
demonstrate that such a failure shall not result in a collision of the vessel with any installation and or
will not result in any other condition that may result in asset damage and or personnel injury. It
should clearly define the limiting parameters for the operation to continue
6.11.1:
Mooring Catenary shall maintain 20m vertical clearance from pipeline in the intact condition
and 10m in the failed condition.
Mooring enhancement shall be considered for Pipeline cross in of catenary such as subsea
buoyancy and fibre rope enhancements.
Catenary touchdown not within 200m of subsea structure.
Anchors shall not be placed within 200m of subsea structures.
Anchors shall not be placed within 400m in the direction of pull from any subsea structure.
Cross Mooring situations should be avoided however, when unavoidable, in cross mooring
situations a minimum of 20m vertical clearance shall be maintained between catenaries in
the intact and 10m in the failed condition.
In the case of alongside units, (Accommodation, Moored tender barges etc), the above
requirements apply both in the alongside and stand-off position.
6.15: Personnel transfers to/from a vessel by basket shall only be carried out under a PTW system.
Refer to Working at Heights Standard (BGA-OPS-OS-0033) Section 3.3 Planning and Risk
Assessment. Vessels must have greater than 100m clear deck space available for safe transfer
6.18.1: All vessels must be suitably manned in accordance with MSN 1767 (M) and where 24 hours
operation are required STCW 98 hours of rest regulations complied with.
Prior to entry to 500m Safety Zone vessel master shall ensure that 500m zone safety checks are
completed and logged in the deck log as per vessels ISM code.
6.18.2: The Master of any Vessel/Barge manoeuvring alongside an Offshore Installation, or any
other Vessel, shall remain on the bridge or within close proximity at all times. This does not preclude
suitably experienced and qualified persons with a rank of no less than Mate (for that size of vessel)
actually handling the Vessel to relieve the Master at the controls. Furthermore, while manoeuvring
near to or alongside an Installation, the Vessel/Barge bridge shall be manned by two persons. The
second person should be able to manoeuvre the Vessel away from the Installation should the
Master/Mate be incapacitated.
Vessels operating on DP shall have one trained Senior DPO and one trained DPO on the bridge at
all times. They will man the DP console alternately,
Included Appendix B 500m Safety Zone Pre Entry Checklist
34 of 34
BG Group 2011

BG ST OPS OPS 043 Offshore Marine Operations

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Offshore Marine Operations

Document and Version Control

2.0 Ownership ............................................................................................... 5

3.0 Objectives ............................................................................................... 5

4.0 Scope and application ........................................................................... 5

5.0 Links to other controls........................................................................... 6

6.0 Standard requirements .......................................................................... 7

7.0 Appendices ........................................................................................... 25

8.0 Revision Record ................................................................................... 33

1.0 Executive Summary

This Standard contains requirements for the following:

4.0 Scope and application

Where an Asset is engaged in project-specific activities, including the maintenance and/or

Business Upstream T&D Power LNG

Stage : Create Assess Select Define Execute Operate Decommission

5.0 Links to other controls

6.0 Standard requirements

Company representatives / Contractors shall ensure that the applicable requirements of

Company representatives / Contractors shall be responsible for developing suitable and

6.2 Vessel/Barge Safety Induction

Introduction to Company Safety Behavioural Intervention;

6.3 Procurement of Offshore Support Vessels

6.3.1 Scope of work

The marine operating environment, e.g., weather, sea conditions, tides/currents,

6.3.2 Fitness for Purpose

Refer to Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 Marine Vessel

As a minimum there shall be procedures in place for:

Lookout duties and warnings to other vessels when manoeuvring is restricted;

6.3.3 Charter Parties

6.3.4 Supplier/Company Management Audit

Refer to Offshore Marine Assurance Standard BG-ST-SHIP-SHIP-001 - Owner

Assets shall only use Company-approved Shipbrokers.

6.4 General Offshore Supply and Anchor Handling Operations

6.4.2 Minimum Vessel Specification

Platform Supply Vessels (PSV) Requirements:

Additional Requirements for Anchor Handling Tug Supply (AHTS):

6.5 Emergency Response and Rescue Vessel (ERRV) Operations

Where an Emergency Response and Rescue Vessel (ERRV) is required to support an

Shall have ERRV class notation;

6.5.2 Shared Rescue and Recovery Services

Proposals to introduce shared rescue, recovery and associated services shall be

6.6 Dynamically Positioned (DP) Vessel Operations

All DP Vessels operating in DP mode shall:

Note: see www.imca-int.com

6.6.2 Safe Working Limits

Particular attention shall be paid to the following scenarios:

6.6.3 Redundancy of Equipment

Required levels of redundancy shall be addressed during pre-mobilisation hazard analysis

6.6.4 Proving Trials

6.6.5 Closest Approach

There are no surface obstructions such as Offshore Installation platform

6.6.6 Diving Support Vessels

6.6.6.2 Diving Hazards

The maximum operating parameters, regardless of wind or sea direction, shall be

6.6.7 Accommodation Vessels

All DP accommodation Vessels shall, as a minimum, be DP Class 2 and operating in that

In addition, there shall be an independent joystick facility for manoeuvring.

6.6.8 Semi Submersible Crane Vessels (SSCVs)

All DP Semi Submersible Crane Vessels (SSCVs) shall, as a minimum, be DP Class 2

In addition, there shall be an independent joystick facility for manoeuvring.

6.6.9 Pipelay Vessels

6.6.10 Survey, ROV and Trenching Support Vessels

6.7 Vessels with Fire Fighting (Fi Fi) Capability