0973r04 OKIOC Marine Manual

OKIOC Marine Manual
Classification: Restricted
Document No. 973 Rev. 4
Document No. 973
The copyright of this document is vested in OKIOC NV. The Hague. All rights reserved. Neither the whole
nor any part of this document may be reproduced, stored in any retrieval system or transmitted in any
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written consent of the copyright owner.
OFFSHORE KAZAKHSTAN INTERNATIONAL OPERATING COMPANY NV, THE HAGUE
DOCUMENT CONTROL DEPARTMENT (DC)
Document Verification
Document Number
973
Document Title
OKIOC Marine Manual
ccountable:
Base Management M. Savorini / J.Cornec
Signed
Date
19-Feb-01
esponsible:
Marine Advisor M.Salvorini
Signed
Date
19-Feb-01
onsulted:
Heads of Drilling - J.Foulkes / J.Normand
Signed
Restricted
RACIE Terms
Revision / Reproduction record

Rev No.
4
3
2
1
Revision
Date
Reason for issue or reproduction
19-Feb-01
17-Jul-00
3-Nov-99
5-Aug-99
General Update
Minor revisions
Minor corrections + amendments
Issued for information / implementation
Distribution record
Issue Date
20-Feb-01
Rev
No.
4
A
C
Consulted
Must be consulted before document published
Informed
Must be Informed in order to do job properly in
effect the distribution list
Endorsed
Those who must endorse the document before
publication
E
Number of
copies
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See Distribution List
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The person who actually does the work and puts
the document together
Accountable
Totally accountable to the General Manager for
document quality (=Fitness for purpose)
Document distribution list
Document Number
973
Document Title
OKIOC Marine Manual
nformed:
Date
20-Feb-01
Total
Rev.
4
Copy No. Site / Position Holder

1
2
3
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5
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7
8
9
10
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17
E
17 H + E
Bautino Base Manager

Bautino Operations Superintendent
Bautino Marine Supervisor
IBSV Arcticaborg
IBSV Antarcticaborg
SDT Kulanborg
SDT Kaynaborg
SDT Kazarborg
Rig Superintendent
Rig SUNKAR
Marine Controller
Rig SUNKAR
OKIOC Representative
Rig SUNKAR
Operations Manager (AT)
Rig Manager (AT)
OKIOC Library (DH)
Head of Offshore Support
Head of Infrastructure
WagKaz HSE&Q Manager
OKIOC Management Team
Company
OKIOC
CSM
Wagenborg
Wagenborg
Wagenborg
Wagenborg
Wagenborg
Wagenborg
Parker
Parker
OKIOC
OKIOC
Parker
OKIOC
OKIOC
OKIOC
WagKaz
OKIOC
OKIOC MARINE MANUAL

RECORD OF READING AND UNDERSTANDING
RECORD OF READING AND UNDERSTANDING

The following personnel, as a minimum, should be fully familiar with the content of this document
and understand its intent. Personnel should complete the form below and sign to signify that they
have read and understood this document.
Copy Holders should ensure that all users of this Manual have access to this Manual and have
similarly read, understood and signed this Page.
This Manual should not be copied or otherwise changed. If additional copies are required please
advise Document Control.
Bautino Base
Vessels
Per Distribution List
Masters
Chief Engineers
Bridge Watchkeepers
Rig SUNKAR
Atyrau
Radio Operator
Vessel/Site Name
Document No. 973 Rev.4
Position
Name (print)
Signature
OKIOC MARINE MANUAL
Page i
CONTENTS
RECORD OF READING AND UNDERSTANDING .............................................................................................. I
PART 1 - GENERAL ..................................................................................................................................................1
SECTION 1 - IMPLEMENTATION.........................................................................................................................1
1.0
IMPLEMENTATION ...................................................................................................................................1
1.1
GENERAL..................................................................................................................................................1
1.2
MANUAL STRUCTURE ............................................................................................................................1
1.3
INSTRUCTIONS........................................................................................................................................1
1.4
CONTRAVENTION OF AN INSTRUCTION.............................................................................................1
1.5
GUIDELINES ............................................................................................................................................1
1.6
DEVIATION FROM A GUIDELINE .........................................................................................................1
1.7
INFORMATION.........................................................................................................................................1
1.8
LIMITATIONS ...........................................................................................................................................1
1.9
REQUIREMENTS......................................................................................................................................2
2.0
ACRONYMS.2
SECTION 2.0 - HSE MANAGEMENT...................................................................................................................4
2.1
2.2
APPLICABLE LEGISLATION...................................................................................................................4
SAFETY MANAGEMENT SYSTEMS.........................................................................................................4
2.2.1
2.2.2
2.3
2.4
OKIOC HSE Practices ....................................................................................................................................... 4

Vessel Safety Management ................................................................................................................................ 4
MARINE PLANT CONTRACTING PROCESS ..........................................................................................5

MARINE PLANT MANAGEMENT PROCESS ..........................................................................................5
2.4.1
2.4.2
2.4.3
2.4.4
Interface Document............................................................................................................................................ 5
Audit and Monitoring Plan ................................................................................................................................ 5
Hazard Identification and Risk Assessment ....................................................................................................... 5
Competence ....................................................................................................................................................... 5
SECTION 3.0 - DEFINITIONS, TITLES AND RESPONSIBILITIES..................................................................7

3.1
3.2
3.3
3.4
OKIOC.......................................................................................................................................................7
CONTRACTOR..........................................................................................................................................7
Contract Holder.........................................................................................................................................7
OFFSHORE...............................................................................................................................................7
3.4.1
Rig Superintendent or Offshore Installation Manager (OIM) ............................................................................ 7
3.4.2
Vessel Master..................................................................................................................................................... 7
3.4.3
OKIOC Representative (normally Senior Drilling Supervisoron the Installation or OKIOC Infrastructure
Representative on Flotel)..................................................................................................................................................... 8
3.4.5
OKIOC Offshore Marine Representative........................................................................................................... 8
3.4.6
Diving Superintendent ....................................................................................................................................... 8
3.4.7
Diving Supervisor .............................................................................................................................................. 8
3.4.8
Offshore Installation .......................................................................................................................................... 8
3.4.9
Subsea Installation ............................................................................................................................................. 8
3.4.10
Controlled Area.................................................................................................................................................. 8
3.4.11
Safety Zone ........................................................................................................................................................ 8
3.4.12
Marine Controller .............................................................................................................................................. 9
3.5
VESSELS ...................................................................................................................................................9
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.6
3.5.7
3.5.8
Drilling Barge .................................................................................................................................................... 9

Cargo Barge ....................................................................................................................................................... 9
Field Support Vessel.......................................................................................................................................... 9
Standby Vessel (SBV) ....................................................................................................................................... 9
Survey Vessel..................................................................................................................................................... 9
Seismic Vessel ................................................................................................................................................... 9
Flotel.................................................................................................................................................................. 9
Pipelay Vessel.................................................................................................................................................... 9
SECTION 4.0 - OKIOC LIAISON ..........................................................................................................................10

PART TWO - GENERAL INSTRUCTIONS AND GUIDELINES ....................................................................11
1.0
2.0
APPLICABILITY .......................................................................................................................................11
CONTROLLED AREA...............................................................................................................................11
OKIOC MARINE MANUAL
Page ii
CONTENTS
3.0
PERFORMANCE........................................................................................................................................11
4.0
COMMUNICATIONS ................................................................................................................................12
5.0
VESSEL WORK PROGRAMME...............................................................................................................12
6.0
WORKING CONDITIONS.........................................................................................................................12
7.0
VESSEL HANDLING PARAMETERS .....................................................................................................13
8.0
WEATHER SIDE WORKING....................................................................................................................14
9.0
LIMITED VISIBILITY...............................................................................................................................14
10.0 COLLISION/CONTACT WITH STRUCTURE.........................................................................................15
11.0 FIRE HAZARDS ON VESSELS/BARGES ALONGSIDE OFFSHORE INSTALLATIONS ...................15
12.0 DISTRESS CALL SITUATION (SAVING OF LIFE) ...............................................................................15
13.0 CARGO BARGE/VESSEL/INSTALLATION EMERGENCIES .................................................................16
13.1 Fire ..........................................................................................................................................................16
13.2 Abandonment...........................................................................................................................................16
13.3 Blackout...................................................................................................................................................16
13.4 Vessel/barge emergency whilst outside the safety zone but within a controlled area .............................17
13.5 Installation emergencies..........................................................................................................................17
14.0 TRANSFER OF PERSONNEL OFFSHORE..............................................................................................17
14.1 Policy, Authorisation and Permission .....................................................................................................17
14.1.1
14.1.2
14.1.3
14.1.4
14.1.5
14.2
Permitting Authorities...................................................................................................................................... 17
Safety Arrangements ........................................................................................................................................ 17
Communications Arrangements ....................................................................................................................... 17
Transfer of Personnel at Night ......................................................................................................................... 17
Records ............................................................................................................................................................ 18
Basket Transfer Operations.....................................................................................................................18
14.2.1
Environmental Criteria..................................................................................................................................... 18
14.2.2 Precautions ........................................................................................................................................................... 18
14.3
Personnel transfer by Boat ......................................................................................................................19
14.3.1
14.3.2
14.3.3
Environmental Criteria..................................................................................................................................... 19
Precautions....................................................................................................................................................... 19
Operational Practices ....................................................................................................................................... 20
15.0 DUMPING AT SEA....................................................................................................................................20

16.0 OIL POLLUTION .......................................................................................................................................20
16.1 REPORTING OF POLLUTION INCIDENTS..........................................................................................20
16.2 OIL SPILL PROCEDURES .....................................................................................................................20
17.0 ANCHORING .............................................................................................................................................20
18.0 ACCIDENT/INCIDENT REPORTING......................................................................................................20
18.1 WITHIN THE 500 METRE ZONE ...........................................................................................................21
18.2 OUTSIDE THE 500 METRE ZONE / IN PORT ......................................................................................21
18.3 INCIDENTS AFFECTING THE ENVIRONMENT..................................................................................21
19.0 UNSAFE MARINE PRACTICES...............................................................................................................21
20.0 SAFETY NOTICES/CIRCULARS .............................................................................................................21
21.0 RADIO TRANSMISSIONS WITHIN THE 500M ZONE..........................................................................22
22.0 RADIO SILENCE .......................................................................................................................................22
22.1 NOTICE OF RADIO SILENCE ...............................................................................................................22
22.2 MARINE PRECAUTIONS .......................................................................................................................22
22.3 RESPONSIBILITIES................................................................................................................................22
23.0 CRANE OPERATIONS..............................................................................................................................23
23.1 CARGO OPERATIONS ...........................................................................................................................23
23.2 CRANE HOOKS ......................................................................................................................................23
24.0 FUEL MANAGEMENT AND QUALITY MONITORING.......................................................................23
25.0 DRUG AND ALCOHOL POLICY .............................................................................................................23
26.0 PERSONS IN ADDITION TO THE CREW ..............................................................................................24
27.0 FRESHWATER STORAGE SYSTEMS ....................................................................................................24
28.0 EXTERNAL FIREFIGHTING INSTALLATIONS ONBOARD VESSELS..............................................24
29.0 FISHING .....................................................................................................................................................24
PART THREE - VESSEL OPERATIONS..............................................................................................................25
SECTION
1 - IN PORT .....................................................................................................................................25
1.0
SAFETY.........................................................................................................................................................25
1.1
SAFETY OF PERSONNEL ......................................................................................................................25
1.2
PERSONAL PROTECTIVE EQUIPMENT..............................................................................................25
OKIOC MARINE MANUAL
Page iii
CONTENTS
1.3
1.4
2.0
2.1
2.1
2.3
3.0
3.1
3.2
4.0
4.1
4.2
4.3
4.4
5.0
6.0
7.0
7.1
MOORINGS AND GANGWAY ................................................................................................................25

VESSEL MOVEMENTS ...........................................................................................................................25
DECK CARGO OPERATIONS ..........................................................................................................................26
DISCHARGING DECK CARGO .............................................................................................................26
LOADING DECK CARGO ......................................................................................................................26
DOCUMENTATION AND MARKING ....................................................................................................27
BULK OPERATIONS .......................................................................................................................................27
Prior to Commencement of Loading Bulk Cargo ....................................................................................27
PRIOR TO COMMENCEMENT OF DRY BULK OPERATIONS ...........................................................28
TANK CLEANING ..........................................................................................................................................28
PREPARATION.......................................................................................................................................28
TANK CLEANING OPERATIONS ..........................................................................................................28
COMPLETION OF TANK CLEANING...................................................................................................29
SPECIAL PRODUCTS ............................................................................................................................29
PERMIT TO WORK.........................................................................................................................................29
WEATHER .....................................................................................................................................................30
SAILING INSTRUCTIONS ................................................................................................................................30
PRIOR TO DEPARTURE ........................................................................................................................30
SECTION 2 - AT SEA.............................................................................................................................................30
1.0
2.0
3.0
4.0
4.1
4.2
5.0
6.0
7.0
7.1
7.2
GUIDELINES SPEED ....................................................................................................................................30

GUIDELINES WEATHER ..............................................................................................................................30
GUIDELINE - PASSAGE...........................................................................................................................30
OUTBOUND PASSAGE ...................................................................................................................................30
Departure ................................................................................................................................................30
Routine Situation Reports.......................................................................................................................31
INBOUND PASSAGE ................................................................................................................................31
RESTRAINING OF CARGO......................................................................................................................31
PRIOR TO ARRIVAL AT INSTALLATION ............................................................................................31
Prior to Arrival........................................................................................................................................31
RIG OPERATIONS..................................................................................................................................32
SECTION 3 - AT THE INSTALLATION..............................................................................................................32

1.0
2.0
3.0
4.0
5.0
INSIDE THE 500 METRE ZONE ..............................................................................................................32

COMMUNICATIONS ................................................................................................................................33
WORK PROGRAMME ..............................................................................................................................33
CARGO HANDLING OPERATIONS........................................................................................................33
WORKING PARAMETERS.......................................................................................................................35
SECTION 4 ANCHOR HANDLING OPERATIONS.........................................................................................36

1.0
2.0
3.0
3.1
3.2
4.0
5.0
6.0
GENERAL...................................................................................................................................................36
AGREED PROCEDURES AND RESPONSIBILITIES.............................................................................36
EQUIPMENT ..............................................................................................................................................37
Safe Working Environment......................................................................................................................37
SAFETY EQUIPMENT ON VESSELS.....................................................................................................37
WEATHER LIMITATIONS .......................................................................................................................37
PIPELINES, SUB-SEA OBSTRUCTIONS/STRUCTURES......................................................................38
COMMUNICATIONS ................................................................................................................................38
SECTION 5 - TOWING............................................................................................................................................38
1.0
APPLICATION ...........................................................................................................................................38
2.0
TOW VESSEL SELECTION......................................................................................................................38
2.1
GENERAL................................................................................................................................................38
2.2
TOW VESSEL EQUIPMENT; TOWING GEAR ......................................................................................38
2.3
DOCUMENTATION................................................................................................................................39
3.0
TOWED CARGO BARGE SELECTION (NORMALLY UNMANNED).................................................39
3.1
GENERAL................................................................................................................................................39
3.2
STEELWORK...........................................................................................................................................39
3.3
TOWING ARRANGEMENT.....................................................................................................................39
3.4
TOW RECOVERY....................................................................................................................................39
3.5
EMERGENCY TOWING ARRANGEMENT ............................................................................................39
OKIOC MARINE MANUAL
Page iv
CONTENTS
3.6
ANCHORING EQUIPMENT...................................................................................................................40
3.7
MOORING EQUIPMENT .......................................................................................................................40
3.8
MANHOLES AND HATCHES .................................................................................................................40
3.9
NAVIGATION EQUIPMENT ..................................................................................................................40
3.10 SAFETY EQUIPMENT............................................................................................................................40
3.11 CARGO BARGE ACCESS .......................................................................................................................40
3.12 RESPONSIBILITIES................................................................................................................................40
4.0
TOWED CARGO BARGE LOAD OUT AND DEPARTURE CHECKS..................................................40
5.0
ANCHORING CARGO BARGE ................................................................................................................41
6.0
PASSAGE PLANNING ..............................................................................................................................41
SECTION 6 - BULK TRANSFER OPERATIONS ................................................................................................41
1.0
GENERAL REQUIREMENTS...................................................................................................................41
2.0
BULK TRANSFER OPERATIONS AT SEA.............................................................................................43
3.0
BULK TRANSFERS OF PARTICULAR CONCERN ...............................................................................44
3.1
Methanol.................................................................................................................................................44
3.2
Zinc Bromide Brine .................................................................................................................................44
SECTION 7 - DANGEROUS GOODS AND MARINE POLLUTANTS ........................................................45
1.0
2.0
DANGEROUS GOODS ..............................................................................................................................45

WASTE AND WASTE DISPOSAL ...........................................................................................................46
PART FOUR STANDBY VESSELS.....................................................................................................................47

SECTION 1 - RESCUE AND RECOVERY ...........................................................................................................47
1.0
INTRODUCTION.......................................................................................................................................47
1.1
Rescue and Recovery Requirements ........................................................................................................47
2.0
PERFORMANCE STANDARDS ...............................................................................................................47
2.1
Effectiveness ............................................................................................................................................47
2.2
Performance Standards ...........................................................................................................................48
3.0
OKIOC REQUIREMENTS.........................................................................................................................48
3.1
Man-overboard........................................................................................................................................48
3.2
Helicopter Ditching .................................................................................................................................48
SECTION 2 - DUTIES .............................................................................................................................................48
1.0
2.0
3.0
4.0
5.0
6.0
REQUIREMENTS ............................................................................................................................................48
EXCURSIONS.................................................................................................................................................49
AVAILABILITY ..............................................................................................................................................49
FIELD DUTIES ...............................................................................................................................................49
CLOSE STANDBY ..........................................................................................................................................50
COMMUNICATIONS .......................................................................................................................................50
SECTION 3 - MAJOR ABANDONMENT .............................................................................................................50

1.0
2.0
3.0
4.0
GENERAL ARRANGEMENTS ..........................................................................................................................50

RECOVERY OF PERSONNEL FROM THE ARKTOS ............................................................................................50
SURVIVORS...................................................................................................................................................51
ARKTOS ACTIONS .........................................................................................................................................51
PART FIVE FIELD INFORMATION .................................................................................................................52

SECTION 1 - KASHAGAN EAST..........................................................................................................................52
1.0
KASHAGAN EAST FIELD INFORMATION ...........................................................................................52
1.1
GENERAL DESCRIPTION .....................................................................................................................52
1.2
KASHAGAN EAST DESCRIPTION.........................................................................................................52
1.3
Evacuation Facilities: .............................................................................................................................52
2.0
COMMUNICATIONS ................................................................................................................................52
2.1
LAND COMMUNICATIONS ...................................................................................................................52
2.2
MARINE COMMUNICATIONS ..............................................................................................................53
2.2.1
2.2.2
2.3
General............................................................................................................................................................. 53
Kashagan East Marine and Aviation Frequencies............................................................................................ 53
PRE-ENTRY CHECKLIST 500 Metre Zone ........................................................................................53
OKIOC MARINE MANUAL
Page v
CONTENTS
2.4
3.0
4.0
4.1
4.2
5.0
5.1
5.2
5.3
5.4
6.0
7.0
8.0
8.1
8.2
8.3
9.0
9.1
9.2
9.3
INSTALLATION APPROACH AND SETTING UP LEVEL.....................................................................53

PARTICULAR MARINE HAZARDS ........................................................................................................53
RECOMMENDED ANCHORAGE ............................................................................................................53
Anchorage Area......................................................................................................................................54
Permanent Moorings ...............................................................................................................................54
CARGO OPERATIONS .............................................................................................................................54
GENERAL................................................................................................................................................54
CRANES ..................................................................................................................................................54
HELICOPTER OPERATIONS.................................................................................................................54
DIVING RESTRICTIONS WHILST HANDLING TUBULARS AND SCAFFOLDING............................54
POSITION REFERENCE SYSTEMS ........................................................................................................54
MARINE CONTROLLER ..................................................................................................................................55
ROLE OF THE KASHAGAN EAST STANDBY VESSEL.......................................................................55
GENERAL................................................................................................................................................55
ANCILLARY SERVICES..........................................................................................................................55
CONTROL AND CO-ORDINATION.......................................................................................................55
ROLE OF ON-SCENE COMMANDER .....................................................................................................55
KASHAGAN EAST PLATFORM .............................................................................................................55
INSTALLATION ABANDONMENT.........................................................................................................55
OKIOC ERC ACTIONS ........................................................................................................................55
APPENDIX A -
PRE-ENTRY CHECKLIST .....................................................................................................56
APPENDIX B - PLATFORM ORIENTATION AND CRANES ..........................................................................57

APPENDIX C - BULK CONNECTIONS AND COLOUR CODES....................................................................58
APPENDIX D BULK TRANSFER CHECKLISTS ...........................................................................................59
Wet Bulk Transfer Check Lists ............................................................................................................................59
Pre start Check List - Port .............................................................................................................................................. 59
Transfer Check List Port ............................................................................................................................................. 59
Pre start Check List - Offshore............................................................................................................................59

Transfer Check List - Offshore....................................................................................................................................... 60
Dry Bulk Transfer Checklist ................................................................................................................................61

Pre start Check List - loading ......................................................................................................................................... 61
Loading Check List.......................................................................................................................................................... 61
Pre start Check List Discharging ................................................................................................................................ 61
Discharging Check List ................................................................................................................................................... 62
Checklist for Support Vessel/installation Operations..........................................................................................62

1)
2)
Vessel ....................................................................................................................................................................... 62
Installation............................................................................................................................................................... 62
APPENDIX E BULK BARGE OPERATING PROCEDURES .........................................................................63

GENERAL PRECAUTIONS...........................................................................................................................................63
SECTION 1 - BULK BARGES ...................................................................................................................................63
1.1
Bautino Base............................................................................................................................................63
1.2
Sea Passage.............................................................................................................................................63
1.3
At the Installation ....................................................................................................................................63
2. CUTTINGS BARGE OPERATIONS ........................................................................................................................64
2.1
At the Installation ....................................................................................................................................64
2.2
In Bautino ................................................................................................................................................64
3. BARGE MOORING ALONGSIDE THE RIG...62
APPENDIX F - HYDROCARBON TRANSFER OPERATIONS ........................................................................65
1.
2.
3.
4.
5.
Hoses and Piping.........................................................................................................................................65

Transfer Parameters....................................................................................................................................65
Transfer Operations ....................................................................................................................................66
Pollution Control........................................................................................................................................66
Oil Spill Contingency Planning...................................................................................................................66
OKIOC MARINE MANUAL

PART 1 GENERAL
PART 1 - GENERAL
SECTION 1 - IMPLEMENTATION
1.0
IMPLEMENTATION
1.1
GENERAL
This Document contains instructions, guidelines and information relevant to all offshore marine
activity. All vessels contracted by or on behalf of, OKIOC, and by or on behalf of ,any Contractors
shall follow this document and relevant guidelines, or instructions included in the contract.
It will be responsibility of any Contractors involved in offshore marine activity, for, or on behalf of
OKIOC, to implement all guidelines and instructions stated in this document, in their contracts with
all sub-contracted vessels.
1.2
MANUAL STRUCTURE
This manual is divided into 5 separate parts, and the content of each part is divided into sections.
1.3
INSTRUCTIONS
An Instruction requires mandatory compliance. It may be based on current legislation,

other OKIOC Policy Statements or where a previous experience has highlighted the requirement
for strict controls to reduce the exposure to risk, and will have been discussed fully with all senior
marine personnel before being included in this Manual. Within this manual, an instruction is
presented in BOLD CAPITAL LETTERS to distinguish it from narrative text and to make it easily
and readily identifiable.
1.4
CONTRAVENTION OF AN INSTRUCTION
An Instruction may only be contravened with the express permission of the OKIOC Marine
Adviser, or Base Manager. This permission shall be sought following completion of a risk
assessment and hazard analysis to identify the risks and the measures taken to mitigate them.
1.5
GUIDELINES
A Guideline is a recommended practice. It will be based on sound marine experience, and shall
have been discussed fully with all senior marine personnel before being included in this Manual.
The text of a guideline is not presented in bold type.
1.6
DEVIATION FROM A GUIDELINE

Guidelines shall not be regarded as mandatory but, however, it is stressed that serious
consideration shall be given before deviating from them. Where such a deviation takes place, an
alternative safe system of work that safeguards the exposure to risk identified in the original
Guidelines must be in place.
Any deviation from this Guideline requires dispensation from the OKIOC Marine Adviser or Base
Manager, and Contractor Marine Supervisor.
1.7
INFORMATION
The information included in this Manual gives additional background knowledge which will assist
in complying with these Instructions and Guidelines.
1.8
LIMITATIONS
Nothing in this Manual shall supersede the spirit of letter of legislation covering the authority of
Masters of Vessels, or supervisory staff responsible for Offshore Installation
OKIOC Marine Manual
Page 1
OKIOC MARINE MANUAL

PART 1 GENERAL
1.9
REQUIREMENTS
All personnel engaged in offshore marine operations in Caspian waters must be familiar with the
content of this document which shall be used as a reference manual to ensure that a specific
marine activity is being conducted in compliance with an established standard. All Masters,
Bridge Watchkeepers, Rig Superintendent and Marine Controller, together with any OKIOC
Representative SHALL COMPLETE THE FORM INCLUDED AT THE FRONT OF THIS
DOCUMENT TO VERIFY THAT THEY HAVE READ AND UNDERSTOOD THE CONTENT. For
long-term contract vessels, the Master shall ensure that this document is formally revisited every
6 months, and is re-signed by all signatories to indicate that this has been done.
2.0
ACRONYMS
BA
Breathing Apparatus
DP
Dynamic Positioning
ESE
Enclosed Space Entry
EED
Electro-Explosive Device
ERC
Emergency Response Center
ETA/D
Expected Time of Arrival/Departure
FMEA
Failure Mode and Effects Analysis
FRC
Fast Rescue Craft
GPS
Global Positioning System
HAZID
Hazard Identification
HAZOP
Hazard and Operability Studies
HSE MS
Health and Safety Executive Management System
ICCB
Ice Class Cutting Barge
IBSV
Ice Breaker Supply Vessel
IMDG
International Maritime Dangerous Goods code
IMO
International Maritime Organization
INLS
International pollution prevention certificate for Carriage of Noxious

Liquid Substances in bulk
ISM
International Safety Management code
JSA
Job Safety Analysis
LAT
Low Average Tide
MARPOL
International Convention on Prevention of Pollution from Ships
MBC
Microbiological Contamination
MC
Marine Controller (*)
MOB
Man Over Board
NDT
Non-Distinctive Testing
OIM
Offshore Installation Manager
OSC
On-Scene Co-ordinator
PFD
Personal Floating Device
PFEER
Prevention of Fire, Explosion and Emergency Response Regulations 1995
OKIOC Marine Manual
Page 2
OKIOC MARINE MANUAL

PART 1 GENERAL
PPE
Personal Protective Equipment
PTW
Permit To Work
RO
Radio Operator
ROV
Remotely Operated Vehicle
SBV
Stand-by Vessel
SDT
Shallow Draft Tug
SMS
Safety Management Systems
SOLAS
Safety Of Life At Sea
SOPEP
Shipboard Oil Pollution Emergency Plan
STCW
Standard of Training, Certification and Watchkeeping for Seafarers
TR
Temporary Refuge
UKCS
United Kingdom Continental shelf
(*) Vacant Position
OKIOC Marine Manual
Page 3
OKIOC MARINE MANUAL

PART 1 GENERAL
Section 2.0 - HSE MANAGEMENT

2.1
APPLICABLE LEGISLATION
All vessels contracted by, or on behalf of OKIOC, for work at an OKIOC site shall obey all current
Flag State, IMO Marine Legislation, and applicable Kazakhstan legislation.
2.2
SAFETY MANAGEMENT SYSTEMS
2.2.1
OKIOC HSE Practices

OKIOC HSE MS identifies specific responsibilities, legislative requirements and procedures
relative to the safety of marine operations.
2.2.2
Vessel Safety Management

Any powered vessel or manned barge contracted by or on behalf of, OKIOC, shall have a
structured and documented Safety Management System to enable contractor company personnel
to effectively implement the contractor company s safety and environmental policy.
Any powered vessel or manned barge contracted by or on behalf of, any Contractor, will be
required to have on board an interface document to bridge the Safety Management System of the
Contractors (or a structured and documented Safety Management System) with the OKIOC HSEMS to enable Contractors personnel to effectively implement and manage the Contractor safety
and environmental policy.
All systems should demonstrate that quality management and quality system elements meet the
requirements of the International Maritime Organization (IMO) Regulation on the International
Management Code for the Safe Operation of Ships and for Pollution Prevention more commonly
known as the International Safety Management Code or the ISM Code. The ISM Code has been
added to Chapter IX of the International Convention of Life at Sea (SOLAS) and requires
mandatory compliance from 1 July 1998 to 1 July 2002 depending on the type of vessel.
SOLAS Chapter IX, IMO Resolution A788 (19) and Merchant Shipping Notice M1616 refer to the
ISM Code.
Owners Safety Management Systems should contain the following key elements of the ISM
Code:
General definition, objective and application.
Safety and environmental protection policy.
Company responsibility and authority.
Designation person(s) ashore with access to senior management and resources.
Masters responsibility authority.
Resources of personnel.
Development of plans for shipboard operations.
Emergency preparedness.
Report and analysis of non-conformities, accidents and hazardous occurrences.
Maintenance of the ship and equipment.
Documentation.
Company, review, verification and evaluation.
Certification, verification and control.
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PART 1 GENERAL
2.3
MARINE PLANT CONTRACTING PROCESS

OKIOC Base Manager, or his delegate, is responsible for ensuring that any vessel contracted by
or on behalf of OKIOC is to an acceptable minimum standard. HSE practices apply and it is a
requirement that marine competence is included within the process.
2.4
MARINE PLANT MANAGEMENT PROCESS
2.4.1
Interface Document
Any vessel or barge contracted by on behalf of OKIOC, and by or on behalf of any Contractor, to
complete specialist and project activities will be required to have on board an Interface
Document to bridge the Safety Management Systems of all Units for the duration of the project.
This does not apply to supply, anchor handling and standby vessels that are managed through
audit and completion of Vessel Entry into the 500m zone of an Installation (see relevant field
sections).
Bridging is required to ensure that all aspects required for safe operation have been adequately
addressed, and to illustrate how this has been undertaken through the SMS of the participants. It
shall include the following:
The names, roles and responsibilities of the key project personnel.
2.4.2
The channels of communication to be used throughout the project for routine and emergency
situations.
The vessel/barge scope of work as part of the project.
How the platform/vessel/barge emergency procedures are properly integrated for the duration
of the project.
The monitoring, audits and review procedures which will be undertaken throughout offshore
works phase of the project.
Reference to the Task Risk Assessment Process that has taken place and a statement that
all residual risk is accepted by OKIOC.
Audit and Monitoring Plan

An audit plan will be developed that shall include audits of:
-
Contractors Organization HSE MS
Vessel safety to include hull machinery, personnel etc.
Project specific equipment
Diving system where applicable
AUDITS TO BE COMPLETED TO RECOGNISED INDUSTRY STANDARDS BY COMPETENT

AUDITORS ON AN ANNUAL BASIS. ALL NON-COMPLIANCED ITEMS TO BE CLOSED OUT
TO A SATISFACTORY CONCLUSION PRIOR TO OPERATIONS.
2.4.3
Hazard Identification and Risk Assessment

All marine hazards whether generic or task specific must be identified in an HSE Case with
associated risks assessed and accepted by OKIOC. Safeguards against all identified risks shall
be implemented and included within task specific procedures. Risks will be addressed during
Hazop; Hazid; Audits; Procedures; Toolbox talks; Safety meetings; Failure Modes and Effects
Analysis (FMEA) of equipment, etc.
2.4.4
Competence
It is a requirement that competence shall be demonstrated for all key personnel involved in marine
activity.
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A competent person is a person who, by reason of training, knowledge, experience and
judgement, is considered by management to be capable of adequately assessing health and
safety risks for the activity in question.
The provision of external qualifications and competency is not enough to ensure that personnel
are competent, and vessel owners need to demonstrate assurance that competency of personnel
is being effectively managed.
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PART 1 GENERAL
SECTION 3.0 - DEFINITIONS, TITLES AND RESPONSIBILITIES

The information in Paragraphs 4.1 to 4.5 contains titles or abbreviations mentioned in the text of
this manual. Following each title is a brief definition and, where appropriate, an outline of the
responsibilities of that title.
3.1
OKIOC
OKIOC (Offshore Kazakhstan International Operating Company) is the operator of licensed areas
in the Kazakhstan section of the North Caspian Sea. It is conducting exploration activities under
the terms and conditions of a Production Sharing Agreement with the Government of Kazakhstan.
OPERATOR means the party (normally acting on behalf of a group of companies, all of whom
have proportionate interests in the licensing block, fixed/floating Installation etc.) who is
responsible for the exploration and production of hydrocarbons from, and the management of, the
Installation(s) on the oil/gas field. The Operator is responsible for compliance with all legislation.
3.2
CONTRACTOR
This describes any company contracted by OKIOC to work in the area of operations.
The Marine Contractor is responsible for complying with all relevant Merchant Shipping and
marine legislation.
3.3
Contract Holder
The Contract Holder is the person who has contracted the marine service and who must ensure
that an appropriate Marine Assurance Process is in place.
3.4
OFFSHORE
3.4.1
Offshore Installation Manager (OIM)

The OIM is the person appointed by the Rig Owner as the principal authority for managing the
Offshore Installation. He has the overall general responsibility for matters affecting safety, health
or welfare and the maintenance of order and discipline, for the discharge of that responsibility and
shall exercise that authority over all persons on or about the installation.
Upon the Installation, and up to a distance of 500m from it, the OIM has the authority to authorize,
cancel, suspend or prevent the commencement of any operation which may affect the safety of
that Installation and must also be kept informed of all work to be undertaken.
When a floating Installation is operating within 500m of a fixed Installation, the OIM of the fixed
Installation has the authority to authorize, cancel, suspend or prevent the commencement of any
barge operation which could endanger the safety of that fixed Installation.
The OIM of the floating Installation has similar authority to authorize, cancel, suspend or prevent
the commencement of any operations that could affect the fixed Installation. Responsibility for
operating the in a safe manner rests entirely with the Rig Superintendent of the floating
Installation.
3.4.2
Vessel Master
The principal authority of a Vessel.
He is responsible for the safety of his Vessel and crew working on and from his Vessel. No
instruction or procedure contained in this manual diminishes his responsibility for the Vessel or
from the results of any action he has taken; or relieves him of his requirement to comply with the
International Rules for the Prevention of Collisions at Sea, relevant marine legislation and in
particular any action to save life.
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PART 1 GENERAL
3.4.3
OKIOC Representative (normally Senior Drilling Supervisor on the Installation or OKIOC

Infrastructure Representative on Flotel)
OKIOCs principal authority on a Platform, Drilling Barge, Flotel or Survey Vessel which is not
owned or managed by OKIOC.
He ensures the Contractor is observing local regulations and procedures, that his staff are
adequately trained in local safety practices, emergency procedures and in the use of associated
equipment, and that they are all informed of any special or unusual hazards which their workplace
may present. He will liaison directly with the Contractor on site to ensure work is carried out with
proper regard to health, safety, environmental protection and legal obligations and will monitor
performance through regular inspection of the work-site. He may also require the Contractor to
stop work when he considers the Contractors activities to be unsafe. He will report on all aspects
of the contractors performance to the OKIOC Contract Representative as well as keeping him
informed of all accidents and incidents.
3.4.5
OKIOC Offshore Marine Representative

OKIOCs principal marine authority on a Barge or Vessel which is not owned or managed by
OKIOC.
He has identical responsibilities to those described for the OKIOC Representative. However,
those responsibilities are applicable to the marine aspects of the operation or contract.
Note: If the OKIOC Marine Representative is the sole OKIOC Representative on board, he
becomes the OKIOC Representative and, as such, becomes OKIOC principal authority for all
operations. If, however, the operation is such that an OKIOC Marine Representative is carried in
addition to the OKIOC Representative, then the OKIOC Representative is OKIOCs principal
authority. In such cases, the OKIOC Marine Representative has a reporting function to the
OKIOC Representative.
3.4.6
Diving Superintendent
He is the senior representative of the Diving Contractor on site, and is responsible to the OKIOC
Representative on diving and contractual matters.
3.4.7
Diving Supervisor
The person appointed in writing by the management of the Diving Contractor to oversee the diving
operation.
He is responsible for the diving operation, including safety, and for compliance with all relevant
diving legislation.
3.4.8
Offshore Installation
This describes any Installation or part of an Installation, whether floating or not, which is
maintained in connection with the exploitation of mineral resources or with the exploration with a
view to such exploitation. Berm/Island construction site will be considered an offshore installation
during the construction phase, and any time, when the marine spread is operating on location
3.4.9
Sub-sea Installation
For the purposes of this Manual this shall include pipelines, wellheads, sub-sea completions,
berms, power cables and any other associated equipment.
3.4.10 Controlled Area

This is an area within 5km of any OKIOC Offshore Installations (manned or unmanned) or their
associated Sub-sea Installations.
3.4.11 Safety Zone
This is a radius of 500 metres around any offshore installation. Any Vessel/Barge wishing to
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PART 1 GENERAL
operate within this 500m zone must ask the Offshore Installation Manager for permission to enter.
3.4.12 Marine Controller
The Marine Controller reports directly to the OIM and is responsible for exercising control over all
marine activities associated with installation activities within the controlled area and for ensuring
that all activities within the 500m safety zone are conducted in a safe and proper manner.
All vessels and barges report through the Marine Controller and obtain all advice and guidance on
field activities from him. (See note: Part 1, 2.0 Acronyms)
3.5 VESSELS
For the purposes of this manual, the term vessel includes every description of watercraft including
mobile drilling rigs, construction vessels, flotels, non-displacement craft and any other floating
structure. Additionally, they may be considered as Offshore Installations if they fall within the HSE
requirements.
3.5.1
Drilling Barge
This is considered to be a Vessel when floating and prepared for, or in, towed transit between
locations. When fixed on location and performing drilling operations it shall be considered as an
Offshore Installation (3.4.8 above) and must comply with both offshore and maritime legislation.
3.5.2
Cargo Barge
This is considered to be an unpowered Vessel, flat top or constructed with holds, which is
primarily used to carry cargo. It is towed from location to location by tug or anchor handling
vessel.
Note: This is not a Drilling Barge or Offshore Installation within the definitions above.
3.5.3
Field Support Vessel

Incorporates the role of standby vessel with additional intervention facilities.
3.5.4
Standby Vessel (SBV)

Specialized vessel designed and certified to undertake safety operations at offshore Installations,
including evacuation of the Rig personnel. Its prime role is to save life.
3.5.5
Survey Vessel
Specialized vessel to undertake survey positioning, hydrographic investigations and ROV
operations.
3.5.6
Seismic Vessel
Specialized vessel for seismic surveys and investigations.
3.5.7
Flotel
Accommodation vessel used to support construction and maintenance activities. Flotels may be
either column stabilized, jack-up type or moored barges
3.5.8
Pipe-layer Vessel
Designed to fabricate and lay sub-sea pipelines. DP or anchors are used for positioning.
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PART 1 GENERAL
SECTION 4.0 - OKIOC LIAISON

It is important that a direct line of communication is established between vessels
owners/managers and OKIOC to enable marine safety matters to be raised and, where
appropriate, action taken. Contacts from all parties should be clearly identified for this purpose.
This direct line should not replace the first line of offshore communication between the Master of
the vessel and the OIM but should complement it by ensuring that any on-going safety issues or
other concerns may be resolved between owners/managers and OKIOC. The direct line of liaison
will be between the OKIOC Contract Holder (Base Manager)and the Contractors Operation
Manager.
Owners/managers and Masters should be able to discuss any safety matter without fear,
recrimination or adverse repercussions. The provisions of ISM Code Section 5 should be kept in
mind. This resolution, which is supported by OKIOC, seeks to ensure that the Master is not
constrained by any owner, manager, charterer or other person from taking any decision in respect
of maritime safety and the protection of the marine environment which, in the professional
judgement of the Master, is necessary.
Masters should ensure that all hazards, accidents or incidents affecting safety involving their
vessels are formally reported to the owner/manager and also to OKIOC. Use may be made of the
safety officers record book for this purpose and relevant safety committee minutes may be
forwarded to the OKIOC (in accordance with the owners or managers in-house procedures) for
all items having an effect on OKIOCs operations.
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PART 2
GENERAL INSTRUCTIONS AND GUIDELINES
PART TWO - GENERAL INSTRUCTIONS AND GUIDELINES

1.0
APPLICABILITY
These Instructions and Guidelines apply to:
All rigs/barges/vessels chartered by or on behalf of OKIOC.
All Offshore Installation supervisory staff who are involved in, or are responsible for marine
activities.
All barges/vessels which require to work within the 500m safety zone of an OKIOC operated
offshore Installation, close to OKIOC operated sub-sea equipment and pipelines, or alongside
OKIOC operated supply/logistics bases.
They are issued to facilitate control and facilitate OKIOC marine operations and are not intended
to conflict with the normal duties and responsibilities of a Master with regard to the safety and
handling of his Vessel, or to conflict with the established standards of good marine practice and
seamanship.
NOTHING IN THIS MANUAL SHALL DIMINISH TOTAL RESPONSIBILITY OF THE OIM FOR
ALL OPERATIONS BEING CARRIED OUT WITHIN THE 500M ZONE AROUND THE
INSTALLATION.
These are General Instructions and Guidelines and as such shall, where appropriate, be read in
conjunction with other Sections in this Manual, which are more specific to a particular marine
operation.
2.0
CONTROLLED AREA
Where there is a presence of remote sub-sea production installations, and berms, brakewaters,and artificial islands, it is sometimes necessary to exercise close control over marine
activity outside the 500 meter Safety Zone. This is known as a Controlled Area.
For the purposes of this Manual, a Controlled Area is an area within 5km of any OKIOC
Installation (manned or unmanned) or any associated Sub-sea Installations.
Within a controlled area, the movements of all vessels/barges on charter to OKIOC are subject to
control by a Marine Controller.
Masters/OIM of all vessels/barges shall attempt to contact the appropriate Marine Control Point
for further instructions prior to entering the controlled area.
3.0
PERFORMANCE
Rig Superintendents/Masters of all barges/vessels approaching an Offshore Installation shall read
and understand the relevant Field section and satisfy themselves that they are in possession of
the latest marine information. This is available from the Marine Controller and shall, where
appropriate, include:
Names of all vessels operating in the area.
VHF channels in use.
Position of any buoys or underwater obstructions.
The nature and locality of any diving/survey/seismic operations.
Entry to the 500m Vessel/Installation checklist.
An up-to-date field chart.
The OIM /Masters must be aware of any prohibited zones round the Installation and must
complete any relevant risk assessments.
Prior to being granted permission to enter the 500m Safety Zone of an Installation, the Master of
the vessel will be required to complete a pre-entry checklist to confirm that all power generation,
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PART 2
control and distribution systems onboard the vessel are fully operational. The checklist will also
advise the Master of any particular marine hazards, restricted zones and operational requirements
at the location.
Note:
Risk assessments may be required for certain operations, e.g. weather-side working etc.
THE VESSEL MASTER AND THE OIM SHALL ENSURE THAT THE VESSEL IS FULLY
OPERATIONAL BEFORE THE COMMENCEMENT OF ANY OPERATION WITHIN THE 500M
SAFETY ZONE.
ANY DEFECTS OCCURRING AFTER THE INITIAL REPORT MUST BE IMMEDIATELY
REPORTED TO THE INSTALLATION, CONTINUED OPERATION WILL BE SUBJECT TO A
RISK ASSESSMENT PERFORMED BY THE OIM AND VESSEL MASTER.
4.0
COMMUNICATIONS
The working language between the installation/base and the vessels (and vessel-vessel) is
English.
All vessels (except cargo barges) shall be equipped with at least two multi-channel, dual watch
VHF radios located in the bridge/control room areas. When within a controlled area, the
Watchkeepers on the vessel must maintain a continuous radio watch on Channel 16 and on the
designated radio frequency for that area.
Details of working frequencies are contained in the relevant Field Section of this Manual.
Masters of all vessels shall attempt to contact the appropriate marine control point on Channel 16
prior to entry into the controlled area.
Any vessel requiring entry into the 500m Zone of an Installation is required to complete a preentry checklist to confirm vessel capability and communications, and to ensure that the vessel is
made aware of any particular marine hazards such as exposed risers, discharges, berm
construction etc. Vessels engaged in cargo handling operations are to comply with instructions
laid down in Part 3, Vessel Operations.
Prior to departure from an offshore location, vessels will advise the Rig Superintendent/Marine
Controller of their destination, ETA, and future requirements.
5.0
VESSEL WORK PROGRAMME

ALL VESSEL SHALL BE INFORMED OF THE GENERAL OPERATION PROGRAMME
INCLUDING ADVISES ON ANY EXPECTED BREAKF DUE TO HELICOPTER SHUTTLES,
CRANE UTILIZATION BY OTHER OFFSHORE INSTALLATION REQUIREMENTS,MEAL
BREAKS, ETC. AND THE PROBABLY DURATION OF SUCH INTERRUPTIONS.
EXCESSIVE WAITING TIME WHILST THE VESSEL IS ALONGSIDE THE OFFSHORE
INSTALLATION SHALL BE AVOIDED. IF THIS IS NOT POSSIBLE IN CERTAIN
CIRCUMSTANCES, THAN CONSIDERATION MUST BE GIVEN TO STANDING OFF TO A
SAFE DISTANCE UNTILL THE INSTALLATION IS AGAIN READY TO WORK THE VESSEL.
6.0
WORKING CONDITIONS
Any Vessel operating within the 500m zone shall have onboard, as a minimum, two persons who
are individually competent and certified to control and maneuver the vessel.
The Master of any Barge/Vessel maneuvering 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 not less than Mate actually handling the
vessel to relieve the Master at the controls.
Furthermore, while maneuvering near to or alongside an Installation, the Barge/Vessel Bridge
shall be manned by two persons. The second person should be able to maneuver the vessel
away from the Installation should the Master/Mate be incapacitated. Exception will apply to the
SDT when the Chief Officer is engaged to work on deck / onboard the barge.
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Whenever the Master or any Barge/Vessel maneuvering alongside an offshore installation or any
other vessel is not on the bridge, the Master shall leave sufficient instructions that will ensure the
vessel is operated in a safe and proper manner at all times during his absence. These
instructions must include the requirement for Master to be advised of any alteration in plans or
instructions received from the Installation during his absence from the bridge.
A vessel bridge will be manned continuously through out the period that a vessel is secured
alongside the installation. Alongside the Installation shall also mean the Piles
Prior to any project or survey activity within the 500m Zone, OKIOC shall complete a risk
analysis/hazard identification and issue task-specific procedures for the operation. In addition,
OKIOC shall prepare a document to interface the Safety Management System of the Project or
survey vessel and the Installation.
7.0
VESSEL HANDLING PARAMETERS

The OIM / Marine Controller and Vessel Master shall each have the power of veto over the
commencement or continuation of any operation.
It is emphasized that generally the criteria applicable to Vessels operating alongside an Offshore
Installation will vary considerably from Installation to Installation, Vessel to Vessel, and Master to
Master. Thus, no hard and fast rule can be expressed. However, having a good appreciation of
the various factors, continuous monitoring of the operation in progress will assist to ensure that it
is carried out with the least possible risk to personnel, Installation and Vessel.
In a situation where the prevailing weather conditions have deteriorated since the commencement
of operations, it shall be the Vessel Masters responsibility to give notice to the Offshore
Installation that operations may have to be suspended at short notice. At this time, the OIM
/Marine Controller shall ensure that staff is immediately available to release the Vessel if required.
In addition, the Vessel Master and OIM / Marine Controller shall agree to the criteria upon which
the operation may continue.
In marginal weather situations, (ref. Appendix E; The Parker drilling barge handling procedure and
parameters), unless in exceptional circumstances and bearing in mind the potential loss that
could result from an accident, it is always better to err on the side of caution should either the
Vessel Master or OIM be in any doubt.
OKIOC will not put pressure on Vessel Masters to work in weather they would otherwise
consider unworkable unless an emergency situation exists.
Vessel setting 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 take the vessel onto the structure of the Installation.
When approaching an Installation the vessel will steer an offset course to the Installation so that,
should the vessel suffer a blackout it will end up well clear of any craft, including anchored
vessels, which may be in the immediate area.
When executing the moving alongside maneuver, the final approach speed of the Vessel shall not
exceed 0.5 knots.
To reduce the risk of severe structural damage in the event of a collision, weather side working
must be avoided where possible. However, it is recognized that this may not always be
achievable due to operational constraints. When weather side working is an operational
necessity, the Master must use personal judgement and experience, in conjunction with
knowledge of the vessels handling characteristics, to identify limitations.
When the a vessel approaches the Installation to commence work, the Master should make his
approach in a safe and seaman- like manner taking into account wind, sea and tidal conditions.
When maneuvering close to an Installation the Master must not be involved in any activity which
will distract him from the primary task of maneuvering his vessel/ cargo barge in tow.
During the period that the vessel is maneuvering herself or a cargo barge alongside an
Installation, the Installation is not to communicate with the vessel until such time as the
maneuvering operation is completed, and the vessels Master has so communicated with the
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PART 2
Installation.
When operating within the 500metre zone of an Installation, the vessel master should take into
account the risks involved in changing the mode of control of the vessel e.g. from manual to
joystick. When changing the method of control, all controls should be in neutral (zero pitch)
8.0
WEATHER SIDE WORKING

WEATHER SIDE WORKING WILL ONLY BE ALLOWED FOLLOWING A RISK ASSESSMENT
CONDUCTED JOINTLY BY THE INSTALLATION OIM / MANAGEMENT AND THE MASTER
OF THE VESSEL. RESPONSIBILITY FOR ESTABLISHING LIMITS FOR VESSELS WORKING
ON THE WEATHER SIDE RESTS WITH THE OIM.
Factors that must be considered during such a risk assessment should include:
Prevailing wind direction and speed
Sea height, and its effect of the vessels station keeping
Tidal/current conditions over the anticipated working period
Weather forecast, e.g. imminent changed in wind-speed and direction, and/or sea
height/direction, visibility, etc.
Vessels power management configuration and the effect on station keeping in the event of
loss of power generation, distribution or control system, e.g. loss of one main propulsion unit.
Peak loads on generating capacity, required to maintain station
Confidence in the reliability of power generation and propulsion systems
Manning of the bridge and engine room areas
Any towed equipment from survey vessels
Deck cargo layout on supply vessels which could limit vessel working beam-on to the weather
Type of cargo to be discharges
Crane capacity and reach (main block or whip line)
Exposed risers or other particular marine hazards
Period of time that the vessel will be operating on the weather side
Safety of the vessel crew operating on exposed decks
WHEN A VESSEL IS REQUIRED TO RELOCATE TO ANOTHER POSITION ALONGSIDE AN

INSTALLATION, THE VESSELS MOVEMENTS ARE TO BE CAREFULLY PLANNED. SUCH
PLANNING MUST TAKE INTO ACCOUNT THE PREVAILING ENVIRONMENTAL FORCE
(WIND, SEA STATE, CURRENT, TIDE, AND VISIBILITY), THE VESSELS MANEUVERING
AND PROPULSION SYSTEMS AND THE ARC OF VISIBILITY FROM THE VESSELS
MANEUVERING CONSOLE.
Significant changes e.g. moving from one face to another or a 180 change of heading, should be
effected by the vessel pulling well clear of the installation and making a fresh approach to the new
location.
9.0
LIMITED VISIBILITY
The Offshore Installation/Vessel foghorn shall be activated when visibility decreases below two
miles.
The Standby Vessel shall commence fog patrol duties and monitor all vessel movements on
radar. Any such vessel approaching within a two mile radius of the offshore installation shall be
warned off.
The Standby Vessel shall inform the Offshore Installation if any vessel enters the two mile zone,
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PART 2
and shall supply details of its proximity and heading. This information must be relayed
immediately to the OIM / Marine Controller who shall bring all parties to the appropriate state of
readiness.
10.0
COLLISION/CONTACT WITH STRUCTURE

Every possible precaution must be taken to avoid physical contact between a vessel and the piles
or the Installation. Any contact must be immediately reported by the vessel to the Installation OIM,
OKIOC Representation (if on board). The OIM will contact Bautino Base and request an
investigation be conducted.
Should physical contact occur, the vessel must not be allowed to continue operations within the
500m zone until the Installation OIM has satisfied himself that the cause of the incident has been
identified and remedial action has been taken to make the vessel fully operational. Furthermore,
to ascertain the basic cause of the incident will require a formal investigation.
11.0
FIRE HAZARDS ON VESSELS/BARGES ALONGSIDE OFFSHORE

INSTALLATIONS
WHILST ANY BARGE/VESSEL IS WITHIN THE 500M ZONE OF AN OFFSHORE
INSTALLATION, THE USE OF BURNING OR WELDING PLANT, OR ANY NAKED LIGHTS
SHALL NOT BE ALLOWED IN THE OPEN DECK. IF SUCH OPERATIONS ARE REQUIRED
TO BE CONDUCTED, THE APPROVAL OF THE PRODUCTION INSTALLATION OIM MUST
BE GAINED, AND THE ISSUE OF A HOT WORK PERMIT CONFIRMED. APPROVAL TO
CONDUCT HOT WORK OPERATIONS IS AUTOMATICALLY REVOKED WHEN FIRE OR GAS
ALARMS ARE SOUNDED.
Where arc welding is carried out on the deck of any Vessel/Barge outside the 500 m zone, the
Vessel shall be maneuvered (weather permitting) so as to effect a barrier between the work-site
and the ultra-violet flame detectors on the Offshore Installation.
Every Vessel/Barge which is required to close within 500m of an Offshore Installation shall have
spark arrests fitted to all exhaust stacks, or shall use a Work Permit System. It is the Masters
responsibility to ensure that they operate efficiently.
12.0
DISTRESS CALL SITUATION (SAVING OF LIFE)

The following is an extract from Regulation 10 of Chapter 5 of SOLAS Convention:
The Master of a ship at sea, on receiving a signal from any source that a ship or aircraft or
survival craft thereof is in distress, is bound to proceed with all speed to the assistance of the
persons in distress informing them, if possible, that he is doing so, if he is unable or, in the special
circumstances of the case, considers it unreasonable or unnecessary to proceed to their
assistance, he must enter in the logbook the reason for failing to proceed to the assistance of the
persons in distress.
Masters of vessels chartered by or on behalf of the Operator shall be responsible for deciding
whether or not to respond to a distress call. In determining whether or not he is in a position to
respond to a distress call, the Master shall take into account the following.
The location of the distress and the time taken to arrive at the scene of the distress.
The operational constraints placed on his vessel
That even the temporary absence of his vessel from its present activity may expose another
vessel or Offshore Installation to a potential distress situation
Should the Master of a vessel decide to respond to a distress call, he shall prepare to proceed
with all speed to the scene.
Where the withdrawal of his vessel could put at risk personnel on the workscope in which he is
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engaged, the Master shall consult fully with the OIM.

The OIM will relay the details of the vessels release to his management and shall advise the
Emergency Co-ordinator and Bautino Base Manager.
All distress call messages that are received must be entered in the vessels official logbook, as
must any circumstances preventing response to an incident.
When the Standby Vessel departs the Field in response to a distress call, the OIM will conduct
operations on the Installation bearing in mind that standby cover is not immediately available. The
Operator is responsible for advising the relevant authorities.
If the vessel is providing standby cover, the Marine Contractor will arrange for a replacement
vessel as soon as possible. If the vessel is providing non-statutory marine support the Marine
Contractor will confirm the requirement for a replacement vessel with the Base Manager.
13.0
CARGO BARGE/VESSEL/INSTALLATION EMERGENCIES

The following applies generally to incidents occurring on vessels or cargo barges within the 500 m
zone. Nothing in this section precludes the general emergency procedures for the vessel or
installation but provides additional guidelines to ensure communications and safe practice.
13.1
Fire
In the event of a fire occurring, the initial action of the person discovering the fire must be to
inform the Duty Bridge Watchkeeper. Upon receiving information about a fire onboard, the Duty
Bridge Watchkeeper shall:
Sound the Fire Alarm
Inform the Installation by radio
Stop all Hot Work activities
Start the fire pumps
Make a tannoy announcement giving clear and concise details of the incident
Fight/contain the fire in accordance with the Barge/Vessel Emergency Procedures
The Rig Superintendent/Master shall bring the Barge/Vessel to a state of readiness so as to

initiate withdrawal of the Barge/Vessel from the immediate area of the Offshore Installation to
outside the 500m zone.
13.2
Abandonment
IF ANY INCIDENT OCCURS UPON THE BARGE/VESSEL THAT WARRANTS INSTRUCTING
PERSONNEL TO PREPARE TO ABANDON, THE DUTY BRIDGE WATCHKEEPER SHALL,
AFTER ALERTING THE BARGE/VESSEL PERSONNEL, INFORM THE INSTALLATION BY
RADIO. THE RADIO ROOM SHALL THEN ALERT THE OIM AND STANDBY VESSEL OF THE
SITUATION.
The OIM shall then inform the Standby Vessel and confirm who is to act as On-scene Coordinator (OSC). The OSC shall co-ordinate the actions of all rescue Vessels and instruct these
Vessels to stand by its Barge/Vessel prior to its evacuation. If necessary, the Barge/Vessel will be
abandoned according to its own Emergency and Safety Procedures.
13.3
Blackout
This applies to total failure of power generation, control and distribution systems while within the
500m zone.
IN THE EVENT OF TOTAL ELECTRICAL FAILURE, THE DUTY BRIDGE WATCHKEEPER
SHALL IMMEDIATELY INFORM THE OIM BY RADIO AND MAINTAIN REGULAR UPDATES
ON THE SITUATION.
The OIM and Master will discuss emergency towing, areas for emergency anchoring etc.
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13.4
Vessel/barge emergency whilst outside the safety zone but within a controlled area
Procedures outlined in 13.1 to 13.2 inclusive shall be followed except the initial contact will be
through the Marine Controller.
13.5
Installation emergencies
In the event of an emergency on an Installation the OIM shall make arrangements for the
notification of Vessel/barges/Installations engaged in activities connected with the Installation e.g.
accommodation support, diving, heavy lifts, supply etc.
14.0
TRANSFER OF PERSONNEL OFFSHORE

The following shall be adhered to for all personnel transfers.
14.1
Policy, Authorization and Permission
14.1.1 Permitting Authorities

Offshore transfers by small boat or basket shall be undertaken only where no other means is
available, and then only with the express permission of the relevant responsible persons. These
will normally be:
a) OKIOC Representative
b) OIM
c) Master(s) of Vessel(s)
In every case, all factors relating to the transfer shall be fully reviewed and assessed for risk
before authorization or permission is issued. Such factors include:
Reasons for the transfer
Fitness and training of personnel to be transferred
Environmental conditions, actual and forecast
Suitability of equipment to be employed
Competence and experience of personnel operating equipment
Communication arrangements
14.1.2 Safety Arrangements

Personnel to be transferred shall wear the following:
Suitable warm clothing
Lifejacket, complete with light
Requirements for other protective clothing, or immersion suits, shall be assessed by the relevant
responsible person(s).
Stand-by vessel shall be in close stand-by and the FRC either deployed or crew prepared and
ready to launch
14.1.3 Communications Arrangements
Radio and visual communications between personnel conducting the transfer shall be established
prior to and during the operations.
14.1.4 Transfer of Personnel at Night
Except under extreme circumstances, such as medical evacuation or other emergency, and
agreed by all the permitting authorities, the operation shall not take place during the hours of
darkness. Where transfers are undertaken at night, illumination of the transfer areas must be
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adequate with no shadow in the landing area. Personnel transfers between vessels and barges
can be done during hours of darkness, providing that barges and vessels are sufficient
illuminated, well accessible and the Master judgment, the weather conditions and the sea-state
allow the transfer without danger for his crew and vessel. Bearing in mind paragraph 7.0, Vessel
handling parameters, it is up to the Master sole discretion, whether he will transfer people.
14.1.5 Records
Full particulars of the transfer shall be recorded in the logbooks the vessel and installation.
14.2
Basket Transfer Operations
14.2.1 Environmental Criteria

Under normal circumstances, personnel transfers involving the use of baskets shall not be
undertaken when any of the following environmental criteria are exceeded:
a) Wind speed in excess of 30 knots at 10 metres
b) Sea height in excess of 2.5 metres significant
c) Visibility horizontal less than 500 metres
d) Visibility vertical less than 100 metres
14.2.2 Precautions
1) Offshore Installation Manager shall ensure that
Environmental criteria are met.
The crane proposed for use is suitable for the purpose
The crane driver is competent and experienced in operations of this nature
All participating personnel are adequately briefed
All equipment to be employed has been tested and/or inspected in accordance with
statutory requirements
The standby vessel has been notified, and that immediate FRC cover will be provided
An experienced person accompanies personnel who have not received adequate training.
In the event of transfers being undertaken at night, the OIM of his designated Deputy shall
personally supervise the operations.
2) In addition to the relevant instructions included in the first part of this Section the
Master of Vessel shall ensure that
Procedures for undertaking the transfer are understood
The Vessels station keeping capability is satisfactory
The deck area to receive the basket has been prepared as required
All participating personnel are adequately briefed
3) Crane Driver shall ensure that

The crane is fully operational in all respects
Environmental criteria are suitable
Visibility of the transfer area is adequate
4) Banksman and/or Deck Supervisor shall ensure that

Their functions are clearly identified
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A view of the transfer areas and basket can be maintained throughout the operation
5) Master of the Standby Vessel shall ensure that

Cover is provided as throughout the operation
6) Personnel to be Transferred shall ensure that
14.3
Ensure that Procedures for undertaking the transfer are understood
Confirm that they are agreeable to be transferred in this manner
Familiarize themselves with the safety equipment provided
Observe the instructions from personnel in charge of the operation
Personnel transfer by Boat

The general instructions included in the first part of this Section shall be observed at all times.
The minimum standard of craft allowed shall be a semi-rigid inflatable craft at least 5 metres in
length with a minimum crew of two person.
14.3.1 Environmental Criteria

Prior to any transfers being implemented, the Masters of the vessels involved shall agree
that prevailing and forecast conditions are suitable for the safe conduct of the proposed
operations.
14.3.2 Precautions
Where transfers are to be undertaken at night, the vessel providing standby services in the vicinity
must be notified, called in to close stand-by and FRC or MOB made ready to launch.
Master
In addition to the relevant instructions included in the first part of this Section the Master of the
Vessel involved in the transfer shall:
Confirm that satisfactory communications between the vessels and the craft to be
employed have been established
Ensure that the vessels take up suitable positions with respect to the weather to facilitate
operations
Confirm that boarding arrangements have been prepared as requested
Ensure that all participating personnel are adequately briefed
Obtain permission from the relevant OIM in the event of transfer operations being carried
out in controlled area
Ensure that Coxswain involved in the transfer fully understands the procedures.
Launching Supervisor (responsible person nominated by the rig or vessel)

The Launching Supervisor shall ensure that:
The persons to be transferred understand precautions to be taken whilst on board the

craft
A view of the launching area and craft can be maintained throughout the operation
Personnel to be transferred
Individuals to be transferred shall:
Ensure that procedures for undertaking the transfer are understood
Confirm that they are agreeable to be transferred in this manner
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Familiarize themselves with the safety equipment provided
Observe the instructions from personnel in charge of the operation
14.3.3 Operational Practices

Wherever possible, personnel being transferred shall remain seated at all times except where
otherwise instructed by the Coxswain of the craft.
15.0
DUMPING AT SEA
DUMPING AT SEA IS STRICTLY PROHIBITED UNDER KAZAKHSTAN REGULATIONS.
OKIOC HAS A ZERO DISCHARGE POLICY AND ALL WASTE DISPOSAL SHALL BE AS PER
OKIOCs WASTE MANAGEMENT SYSTEM
16.0
OIL POLLUTION
16.1
REPORTING OF POLLUTION INCIDENTS

In addition to the Masters statutory obligations, any pollution incidents must be reported as
follows:
A. Within the 500m Zone of an Installation to the OIM and OKIOC Representative
B. At sea, directly to OKIOC Control Room in Atyrau
C. In Bautino , immediately to Base Manager
D. In other ports OKIOCs Agents, as appropriate, for on-passing. The local Harbour Authority
Regulations and Bylaws must additionally be consulted to identify the appropriate Authority.
16.2
OIL SPILL PROCEDURES

The Procedures for the control and clean up of oil spills occurring from OKIOCs operations
contained in the Oil Spill Contingency Plan, a copy of which is held on every vessel and the
installation.
17.0
ANCHORING
These instructions shall apply to supply and anchor handling type vessels that wish to anchor for
whatever reasons.
Instructions and Guidelines for multi-anchor spreads are contained in Part Three
Restrictions are imposed on the use of anchors mainly as a means of reducing the risk of
accidental damage to Sub-sea Installations.
Vessels will only be permitted to anchor within a controlled area with the permission of the Marine
Controller, and subject to the strict observance of any conditions he may impose. Details of
recommended anchorage areas are contained in the relevant Field Sections of this manual.
Where vessels must cross pipelines or any other underwater Installation, whether in the ordinary
course of their duties or when approaching an anchor drop position, the anchors must always be
in the housed and secured position until clear of such pipelines or Installation.
Once a vessel has been anchored, an efficient watch must be kept of the anchor or anchors and
any sign of dragging must be reported to the Marine Controller and remedial action taken.
Once an anchor has been placed on the seabed within the controlled area, it shall not be moved
for any reason without the express permission of the Marine Controller. Any vessel that loses an
anchor, or equipment or cargo, shall immediately report details of the loss to the Marine
Controller.
18.0
ACCIDENT/INCIDENT REPORTING
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ALL ACCIDENTS AND INCIDENTS OCCURRING ON BOARD A VESSEL/BARGE WITHIN

THE 500M ZONE OF AN OFFSHORE INSTALLATION SHALL BE REPORTED TO THE OIM.
Any accident of incident which warrants completion of an in-house Contractor Incident Form, or
a Statutory Form, must be reported to the OIM and where relevant to the OKIOC Representative.
An OKIOC Incident Report Form may need to be completed in addition to the Contractors form.
ALL ACCIDENTS AND INCIDENTS OCCURRING ON BOARD A VESSEL/BARGE OUTSIDE
THE 500M ZONE, WHILE ON TRANSIT BETWEEN THE RIG AND BAUTINO OR WHILST
BERTHED AT THE BAUTINO SUPPLY BASE SHALL BE REPORTED TO THE BASE
MANAGER.
Accident/Incident reporting is essential.
Certain accidents/incidents are required to be reported under statutory legislation. All personnel
must be aware of their obligations and duties in this regard.
The Master is responsible for the statutory reporting of accidents and incidents that occur on the
vessel. However, where a safety officer is appointed on board, it is his duty to investigate every
accident and incident.
Many incidents occur which, due to timely action, do not cause injury or damage but which are,
nonetheless, potentially hazardous. An incident should therefore be reported if it can be
determined that it had the potential to lead to an accident. All such incidents must be reported.
The purpose of reporting and where necessary, investigating an accident, incident, unsafe act or
near miss occurrence is to establish the immediate and basic causes of the occurrence. It is then
necessary to identify and implement the actions to be taken to prevent a similar recurrence.
It is not the purpose of reporting accidents and incidents to attribute blame.
18.1
WITHIN THE 500 METRE ZONE

All accidents and incidents occurring on board a vessel within the 500 m. zone of an offshore
installation shall be reported as soon as reasonably practicable to the OIM in addition to any flag
state reporting requirements. The Master has the authority to raise an Incident Flash and Report,
if he consider appropriate and important to do so.
18.2
OUTSIDE THE 500 METRE ZONE / IN PORT

All accidents and incidents occurring on board a vessel outside the 500 m. zone of an offshore
Installation shall be reported in accordance with Merchant Shipping (Accident Reporting and
Investigation) Regulations 1994, owners/charterers procedures, or flag state requirements.
18.3
INCIDENTS AFFECTING THE ENVIRONMENT

All incidents with the potential to cause pollution or which have already resulted in such are
reportable and must be reported in the same manner as above.
19.0
UNSAFE MARINE PRACTICES

Observance of an unsafe practice (offshore or at the OKIOC Supply Base) shall be reported
immediately to the Supervisor in charge of the Operation. An OKIOC Incident Report shall be
completed and sent to immediate line management for passing to OKIOC.
The purpose of reporting and, where necessary, investigating an unsafe practice or act is to
establish the immediate and basic causes of the occurrence and identify the actions necessary to
prevent a reoccurrence. The purpose is not to attribute blame. A copy of the report shall be
forwarded to the OIM, OKIOC Representative or Logistics Contractor.
20.0
SAFETY NOTICES/CIRCULARS
All vessels shall comply with the relevant law relating to the posting of Safety Notices. However,
where the Flag State has no relevant law, then adequate Safety Notices shall be posted to
highlight all aspects of safety on board, i.e. No Smoking, wearing of the correct clothing, muster
lists and other emergency procedures, emergency escape routes, etc. All Safety Notices shall be
easily understood and written in English and the indigenous language of the crews or specialist
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operators employed on a long-term basis.

Supply and standby vessel crews shall be aware of all Safety Notices and Safety Circulars
provided by Marine Contractor
21.0
RADIO TRANSMISSIONS WITHIN THE 500M ZONE

Vessels operating within the 500m zone of Installations involved with the production of oil and gas
are instructed not to use their High and Medium radio frequencies within 500m of the
Installation.
Where practical, VHF radio transmission should be limited to 1 Watt power output. BS 6656
recommends the foregoing limitations as radiation from these transmissions may impinge of
Installation structures and may give rise to incentive levels of extractable power. Structures form
efficient antennas, and include loops formed by lifting wires on cranes, lifting tackle, pipe
configurations and derrick support members.
22.0
RADIO SILENCE
Periods of radio silence are imposed by Offshore Installations from time to time to reduce the risk
of triggering off explosive charges being used in the area.
These explosive charges are known as electro-explosive devices (EEDs), and are normally used
on well performance operations. Inadvertent initiation of EEDs can, in principal, be caused by
radio frequency fields, stray ac and dc voltages, and voltage surges and transients.
22.1
NOTICE OF RADIO SILENCE

Normally one hours notice will be given by the RO/OIM before the imposition of a radio silence
period. The RO/OIM shall ensure that all Vessels/Barges have been informed and that Vessels
en route are advised of the restrictions in force.
22.2
MARINE PRECAUTIONS
Immediately prior to radio silence all Vessels/Barges that are able to comply, will be ordered
outside the 500m zone.
Vessels/Barges within 1 kilometre on the Installation must silence all MF/HF transmissions.
During all periods of radio silence, all Vessels/Barges shall maintain a listening watch on Channel
16 and the working Channel of the Offshore Installation.
Vessels/Barges which for any reason are unable to withdraw to a position outside the 500m zone
shall be required to cease all radio, radar and beacon transmissions during the radio silence
period. To guarantee total compliance, the OKIOC Representative or, in his absence, the Vessel
Master/OIM will be responsible for the recall of all portable radios and bleepers prior to the start of
the silence period. He will also be held responsible for their subsequent retention and nonoperative state for the duration of the silence period.
Additionally, all electric welding must be stopped and equipment isolated.
22.3
RESPONSIBILITIES
During the period of radio silence the OIM/RO shall delegate certain responsibilities to the standby
vessel or other nominated vessel. These include:
a) To position the vessel so as to best enable it to intercept any other vessel that may pass
within 1km of the Offshore Installation.
b) To maintain constant radar watch to monitor approaching vessels.
c) To monitor and respond to all marine and aviation traffic directed to the Offshore Installation
d) To warn/advise marine/aviation traffic routed to the Installation that it is in radio silence and
that all traffic shall remain outside a 1km radius of the Installation until the radio silence period
is over.
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23.0
PART 2 GENERAL INSTRUCTIONS AND GUIDELINES

CRANE OPERATIONS
OKIOC and Contractors lifting equipment shall only be used if it has the correct OKIOC color code
for the period.
Third party lifting equipment shall only be used if it has a valid Test Certificate which is dated
within the previous 6 months.
All lifting equipment must be in good condition and registered, full certification must be held on
board. The SWL of all such equipment must be displayed. Pre-slung loads shall be inspected
prior to use.
23.1
CARGO OPERATIONS
Particular precautions shall be taken when operating Barge/Vessel cranes on over-side lifts, so as
not to put the safety of divers and/or the integrity of sub-sea Installations at risk.
Supply Boat loading and unloading operations maybe conducted simultaneously with diving
operations provided:
a) If simultaneous containerized/cargo diving operations take place, there is a safe horizontal
separation between the over-side lift and the divers work area.
b) If simultaneous tubular cargo/diving operations take place, the diving activity is outside the
envelope of a 90-degree cone. The apex of the cone is to be sited beneath the crane hook
and the cone base radius will be no less than the water depth.
Note:
The apex of the cone shall be that point in the Cranes transverse that is nearest
to the drivers work area.
c) The Diving Vessels Master, the OKIOC Marine Representative and the Diving Supervisor
agree.
Note:
23.2
Individual Installations may apply their own specific conditions provided that they
do not involve any weakening of the foregoing conditions.
CRANE HOOKS
All crane pendant hooks shall be of the closed type safety hooks. The closed type hook has a
smooth profile which will not easily become snagged during lifting operations, and incorporates an
offload release trigger mechanism together with an on load automatic latch.
All crane hooks shall be of a type provided with a mechanism designed to prevent the load
inadvertently slipping off.
24.0
FUEL MANAGEMENT AND QUALITY MONITORING

The incidence of Microbiological Contamination (MBC) in fuel, both onshore and offshore appears
to be on the increase. All Vessel Owners/Operators shall implement a system to monitor MBC
within fuel. A satisfactory monitoring system would include:
a) Samples from all fuel tanks being taken on a (circa) six-monthly rotational basis and tested
using a recognized fuel testing method.
b) Fuel tanks being rotated to reduce storage time in any one tank.
c) All fuel tanks which carry fuel being inspected as they empty and mopped out or cleaned and
sterilized if required.
Note:
25.0
OKIOCs Logistic Provider may take fuel samples for analysis during pre-charter and
routine technical inspections.
DRUG AND ALCOHOL POLICY

OKIOC HAS A POLICY BARRING THE USE OF ALL ALCOHOL AND UNPRESCRIBED
DRUGS OFFSHORE. ALL VESSEL OWNERS OR OPERATORS ARE REQUIRED TO BAN
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PART 2
THE USE OF ALCOHOL AND UNPRESCRIBED DRUGS ON THEIR VESSELS. THIS

PROHIBITION SHALL BE INCORPORATED IN A WRITTEN POLICY ON DRUG AND
ALCOHOL.
WHEN IN PORT, ALL DUTY SEAGOING PERSONNEL MUST REMAIN IN A FIT AND
COMPETENT STATE TO CARRY OUT THEIR DUTIES AND RESPONSIBILITIES.
VESSEL MASTERS AND THEIR CREWS MAY BE REQUESTED BY OKIOC TO SUBMIT
HIMSELF OR ANY MEMBER OF HIS CREW TO TEST WITHOUT PRIOR NOTIFICATION.
26.0
PERSONS IN ADDITION TO THE CREW

On receipt of a request for a vessel to carry persons in addition to the crew, the Master should
ensure that he receives all relevant documentation. The number of additional persons (deemed
as passengers) should be limited to 9 on an IBSV but will not exceed 12 on other vessels with
larger capacity. Sufficient life saving appliances must be carried for all persons on board.
NOTE: In special circumstances the IBSV can accommodate up to a maximum of 8 passengers.
(not exceeding the total number of 20 persons onboard). The standard crew of an IBSV is 12
members. In the case of trainees onboard they have to be transferred and accommodated on the
Rig/Base in order to allow Rig personnel to board the vessel.
The Master is responsible for ensuring that briefing on joining the vessel or as soon as possible
thereafter. Briefing should include but not be limited to:
27.0
Emergency Alarms and actions to be taken on hearing alarms.
Position of muster station.
Position and use of lifejackets and survival suits.
Abandon ship routine.
Vessel familiarization tour.
Specific vessel working practices.
Substance Abuse Policy.
FRESHWATER STORAGE SYSTEMS

Vessel Masters shall ensure the following precautions are taken after undertaking repairs to fresh
water tank coatings:
The tank shall be hosed down and superchlorinated when emptied
The tank shall be flushed through at least once with fresh water before being filled or used
The tank shall be filled and the contents analyzed before being used onboard or discharged to
Offshore Installations
Note:
28.0
Vessels visiting OKIOC Installations are required to have tank contents analyzed at
intervals of not exceeding 6 months.
EXTERNAL FIREFIGHTING INSTALLATIONS ONBOARD VESSELS

These are to be regularly tested on functioning/distance performance (sufficient waterdepth at
least 4 meters under keel clearance) where installed on Vessels chartered to, or on behalf of,
OKIOC. Wherever practicable, the tests shall be performed on location, and witnessed by the
Marine Controller or OKIOC Representative. Note: In case of emergency the system will be used
in any waterdepth.
29.0
FISHING
Fishing by any means is prohibited by any person or persons from any OKIOC Offshore
Installation, from any Vessel within the 500m zone of any OKIOC Offshore Installation, or from
any OKIOC operated vessel within any controlled area, as defined in these Instructions and
Guidelines.
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PART THREE VESSEL OPERATIONS
PART THREE - VESSEL OPERATIONS

SECTION 1 -
IN PORT
1.0
SAFETY
1.1
SAFETY OF PERSONNEL
1.2
1.1.1
The Master has primary responsibility for the safety of all personnel working on his vessel.
The vessel is to be manned, and watches set, with sufficient staff able to cope with all
likely situations. Unless specific permission has been granted, the Master should ensure
that his vessel is kept in a state of readiness to be able to sail within one hour of being
notified or as required by the Port Authority or Base Management.
1.1.2
Vessels duty crew must ensure that an external watch is maintained to prevent overboard
discharges.
PERSONAL PROTECTIVE EQUIPMENT

1.2.1
Coveralls
Safety Boots with slip resistant soles
Gloves
Safety Helmets complete with chin straps
High visibility garments
1.2.2
1.3
The appropriate personal protective equipment should be worn during cargo handling
operations by the crew of a support vessel and by the quayside personnel. This should
include, but need not be limited to:
In addition (if appropriate) Safety Glasses, buoyancy aids, lifejackets, lifelines and safety
harness, along with suitable wet and cold weather clothing should be available.
MOORINGS AND GANGWAY

Port or base operators must provide linesmen to assist with all berth movements. Vessel crew
and base personnel must not jump between the vessel and quay to moor or unmoor their vessel.
Should there be a delay in the arrival of linesmen, the Master should advise the provider of the
service. OKIOC will fully support any Master who refuses to moor or unmoor if linesmen are
requested and are not available.
Care must be taken to ensure that moorings and gangways are properly tended, at all times,
particularly during cargo operations. Linesmen should assist with the deployment of the gangway.
When alongside, vessel to provide safe access to the quay.
When moored alongside another vessel, outboard vessel is responsible for provision of safe
access to inboard vessel.
When a gangway is not provided access is restricted unless an alternative means of safe access
is provided.
1.4
VESSEL MOVEMENTS
The Base Operator/Port Authority should have the vessels port movements planned in advance.
Prior to the vessels arrival in Port the Master should endeavour to confirm berthing arrangements
with the base operator/port authority as appropriate. The Master remains at all times responsible
for the safety of his vessel and crew and as such retains the right to refuse to berth in any location
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OKIOC MARINE MANUAL

which he feels may place either vessel or crew in danger.
It is the Masters responsibility to ensure that there is sufficient water under the vessels keel at all
times, however, Base Management and/or Port Authority should provide water depth information
in respect of their quays/bases.
Where quayside fenders are in use, the Master should endeavour to position the vessel to derive
maximum benefit from the fendering systems. Care should be exercised in deteriorating weather
to prevent damage to the quayside fendering or vessel and the option of vacating the berth should
be considered at an early stage.
Operators should endeavour to give copies of the latest weather forecast for the intended
destinations prior to sailing.
Vessel Masters are to follow the directions as contained in the Russian Caspian Sea Pilot
Directions, the Compulsory Rules for Bautino Trading Sea Port and OKIOCs directives.
Weather limitations will be imposed on berthing and unberthing as appropriate and with due
regard to the existing circumstances and conditions, by base management.
MOORING AND UNMOORING WILL NOT BE ALLOWED IN WIND SPEEDS EXCEEDING 17
METRES PER SECOND.
2.0
DECK CARGO OPERATIONS

2.1
DISCHARGING DECK CARGO

Base operators will discharge all deck cargo
The crew/stevedores must not release the cargo sea fastenings until the vessel is alongside
or the Master advises that it is safe to do so. All lifts should be checked for loose items, prior
to commencing operations.
Vessels own waste cargo carrying units should be checked by vessels crew prior to
discharge to confirm that:
a) The cargo carrying units are correctly covered with appropriate netting or hard cover.
b) there are no loose items on top
Personnel not directly involved with cargo handling operations should keep clear of the
working area at all times.
2.1
LOADING DECK CARGO

Base operators will load deck cargo onto the vessel
The base operator must provide the vessel with a copy of the vessel load list and a
Dangerous Goods list for each Installation to be visited in sufficient time before loading to
permit proper stowage of the cargo for the route envisaged.
The vessels Master is responsible for the safe and correct loading of his vessel. He should
liaison with the base operator in order to ensure that the vessel is loaded correctly and in
accordance with OKIOCs specific requirements where possible.
In deciding the order of loading and stowage of cargo the following points should be
considered:
i)
Stability
ii)
International Maritime Dangerous Goods Code
iii)
Locations to be visited and routing
iv)
Location restrictions such as orientation, crane outreach and capacity
v)
Heavy, large or awkward shaped lifts
vi)
Possible back load requirements
vii)
Likely weather to be encountered
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viii)
Adequacy of cargo securing and stowage arrangements appropriate to

forecasted weather.
ix)
Access to cargo
x)
Probable order of discharge
xi)
Areas on deck that are not to be used for cargo stowage should be clearly
marked or otherwise indicated.
xii)
Wherever practicable the loading plan should eliminate the need for walking
across or climbing on the cargo. Where this is impractical to achieve, special
care should be taken to avoid the possibility of injury, especially if this involves
approaching the edge of a dangerous drop.
Subject to all the above considerations, as a general rule, heavier and larger lifts should be
stowed towards the side rails whilst smaller lifts should be stowed towards the centre. This will
ensure the large lifts can be secured against the rails whilst affording protection to smaller lifts.
Vessels Officers shall advise the base operator on where and how cargo should be stowed,
including any requirements for special seafastenings. Personnel not directly involved with cargo
handling operations must keep clear of the working area at all times. Personnel, both on shore
and on board the vessel, should not be distracted at critical moments in the operation.
Masters should bring to the attention of the base operator, any deficiencies in lifting gear or cargo
carrying unit damage found by the deck loading officer when accepting cargo on board their
vessels. The Master should not accept defective lifts. The vessels Master is responsible for
ensuring that all cargo is properly secured prior to sailing, with the restraints to remain in position
until the cargo is off loaded in accordance with the approved Cargo Securing Manual.
Areas on deck, which are not to be used for cargo stowage, should be clearly marked or
otherwise indicated.
Where fitted, pipe posts to restrain the movement of tubulars should be used. Adequate safe
means of access to the deck cargo working area for the deck crew should be maintained.
2.3
DOCUMENTATION AND MARKING

Prior to sailing, the master must prepare a plan showing the stowed positions of Dangerous
Goods and Marine Pollutants and submit it to the Base Management. (See Part 3 - Section 7)
Sufficient time should be allowed for the preparation of such a plan. All cargo must be
accompanied by a cargo manifest clearly identifying the goods and giving details regarding the
contents, destination, general dimensions and weight of any dangerous goods. If the Master of
the vessel is unable to obtain full details of cargo to be shipped, either in port or backload from the
rig, he will not accept such items of cargo. All cargo should be marked so as to be readily
identifiable from the manifest.
The Master is required to refuse cargo if insufficient information is given, the cargo is incorrectly
manifested, or if he has reason to believe that dangerous goods are contained in unmarked
cargo. The description and weight of each lift must be individually declared on the manifest.
Operators should provide facilities at the shore base to verify weights during loading operations.
3.0
BULK OPERATIONS
3.1
Prior to Commencement of Loading Bulk Cargo

For guidance on bulk operations procedures see Section 6 and also Appendix D Bulk
Transfer Checklists. In addition to the guidance provided in Section Six the following applies
prior to the commencement of liquid bulk operations in port.
a) Plug deck scuppers where practicable or close zero dumping tanks, as appropriate.
b) Ensure moorings are maintained such that no strain is imposed on the hoses(s) by vessel
movement.
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3.2
PRIOR TO COMMENCEMENT OF DRY BULK OPERATIONS

The Master should ensure that dry bulk tanks are ready for loading. The following points should
be considered in addition to the general instructions given in Section Six.
i)
No residue remains from a previous cargo unless loading on top has been agreed in
advance.
ii)
Internal tank surfaces are dry.
iii)
Tank baffles or similar equipment required for discharging cargoes are in good condition.
iv)
Tanks are not pressurized.
v)
Seals on tank accesses are in good condition a proper vent line has been connected.
vii)
The correct tank(s) is/are selected for the product.
4.0
TANK CLEANING
4.1
PREPARATION
4.2
i)
A permit to work tank entry permit must be completed in accordance with the vessels
operating procedures. This should detail all precautions to be taken during the tank
cleaning operation and should specify the requirement for safety equipment, protective
clothing and sufficient suitably trained persons available to assist with rescue should this
become necessary.
ii)
Responsible staff on board the vessel must ensure that the person supervising cleaning
operations fully understands the requirement of the permit and the precautions to be
taken.
iii)
Rescue equipment as per the permit to work shall be readily available. Sufficient suitably
trained persons shall be available to assist with rescue should this become necessary.
iv)
Deck area around the tank entrances is clear of cargo and there is unrestricted, safe
access to the tanks.
v)
Tank hatches must be opened, secured and, where necessary, effectively barriered off.
vi)
Tanks to be cleaned should be isolated from any tanks that still contain bulk liquids.
vii)
A competent person, using properly calibrated equipment shall test tanks for oxygen
content, for toxic gases and the absence of explosive gases.
viii)
The tank and surrounding area must be properly illuminated.
ix)
The installation base operator must make hazard data sheets pertaining to last cargo
carried available to the tank cleaners.
x)
Under MARPOL, some substances mentioned on a vessels Noxious Liquid Substances

certificate requires approved surveyors in attendance during discharge ashore/tank
cleaning e.g. zinc bromide.
xi)
Where applicable risk assessment should be carried out, especially for silica based
cements.
TANK CLEANING OPERATIONS

The base operator/charterer is responsible for providing suitably approved tank-cleaning
contractors. The Master or his designate must sign the permit to work/tank entry permit.
Personnel carrying out tank cleaning must wear the appropriate PPE. Standby personnel must be
stationed near the tank access while tank cleaners are working inside.
They should be competent persons trained in the appropriate actions required in the event of an
untoward incident involving the personnel working in the tank. It is the responsibility of the tankcleaning contractor to provide these personnel. There must be communication between the
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cleaners in the tank and the personnel stationed on deck.
Where possible coincidental tank cleaning and cargo operations should be avoided. Where this is
not possible, suitable precautions must be taken.
4.3
COMPLETION OF TANK CLEANING

On completion of tank cleaning operations, the Master should ensure that a thorough inspection
of the tanks, lines and pumps, which have been washed, is carried out. If the tank previously
contained hazardous material, then the inspection should be carried out in conjunction with an
independent surveyor. Inspection should confirm that tanks have been cleaned to the following
appropriate standard:
i)
Mud Standard
Tank bottoms, and internal structures, stringers, frames etc., clear of mud solids and
semi-solids. Cargo lines flushed through with clean water and lines drained of water.
Pump suctions checked clean. Sounding pipes flushed from the deck. Tank pumped
clear of all water/mud mixtures.
ii)
Base Oil Standard

In addition to the above all, tank surfaces wiped clean of residues.
iii)
Brine Standard
In addition to the above, tank should be cleaned with detergent to achieve the highest
standard of cleanliness possible. All traces of water and detergent removed from tank.
On successful completion of the tank inspection, the Master should:
4.4
5.0
Ensure that the independent surveyor has issued a Clean Tank Certificate if a
hazardous material has been cleaned.
Check the integrity of tank coating.
Make an entry on the tank status in the deck logbook.
SPECIAL PRODUCTS
i)
Methanol. See Section 6. para 3.1
ii)
Zinc Bromide Brine. See Section 6. para 3.2
PERMIT TO WORK
Prior to any permitted work being carried out on the vessel and the necessary permits to work
being raised a pre-job safety meeting or tool box talk should be held. It is the Masters
responsibility to ensure that the appropriate people, including shore-based people, attend the
meeting.
Prior to any permitted work taking place on board in port which requires a permit to work under
the vessel or base safety management system, permission must be obtained from the Master or
base operator. In case of Base Safety Management system related PtW, the base operator will
ensure that a permit to work is issued and closed out when necessary. The Master must ensure
that the base operator is advised when the work/permit is complete.
Once a permit has been issued, the Master is responsible for ensuring that all the conditions
applicable are monitored and adhered to. No hot work can be carried out on any vessel without
the express permission of the Master. Should it be necessary the Master may appoint a deputy to
administer the vessels permit to work system.
Hot work within the vessels structure does not require permission from the base operator. It is
however, the Masters responsibility to ensure that the vessels company procedures are followed
and that no such work is carried out in proximity to vessels with flammable/explosive storage
facilities. The base operator must be made aware of any work being carried out which may affect
the vessels capabilities.
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Hot work must not be allowed during bunkering operations or whilst loading bulk flammable liquids
or dry bulk cargoes or explosives. Should a vessel have extensive hot work, it is recommended
that the Master request a safe berth. All Hot Work carried out on hoard any vessel in port must be
conducted in strict accordance with the vessels permit to work system.
6.0
WEATHER
Weather forecast information should be obtained from OKIOC.
The safety of the vessel and crew remains the Masters responsibility at all times and the Master
should consider vacating the quayside prior to the onset of any weather which could cause
damage to the vessel or put the crew at risk.
7.0
SAILING INSTRUCTIONS
7.1
PRIOR TO DEPARTURE
Masters should ensure that the following have been actioned and/or in place, where practicable.
i)
A copy of the deck loading plan made up by the Vessels Loading Officer should be
handed to the base operator. The Plan should show where the cargo carrying units are
stowed, identifying them by number, and the positions of pipe, helifuel tanks, skips and
other homogenous type cargo. Heavy lifts and dangerous goods should be identified on
the plan. (The base operator s shipping office will notify the plan to the relevant personnel
offshore usually by fax).
ii)
A copy of OKIOCs Marine Manuals should be kept on board the vessel.
iii)
A copy of data sheets, manifests and where applicable cargo load lists for all locations to
be visited should be onboard. Data sheets should be read in conjunction with the
relevant field sections contained in the Marine Manual, which detail safety requirements,
working procedures and communications for each location.
iv)
A copy of all relevant OKIOC safety circulars should be held on board.
v)
For departure to foreign waters outbound clearance or omnibus clearance must be held.
Should there be any queries OKIOC Base Manager is to be contacted.
SECTION 2 - AT SEA
1.0
GUIDELINES SPEED
Unless advised to the contrary or for safety reasons, vessels shall make best economical speed
at all times. Should any deviation to this be required, a log entry should be made stating who
made the request and the reason for the request.
2.0
GUIDELINES WEATHER
In the event of the Master having taken avoiding action due to the adverse weather, OKIOC base
and the Installation(s) have to be informed as soon as is practically possible.
3.0
GUIDELINE - PASSAGE
Masters are to take the safest route when on passage, with all due regard to the existing
circumstances and conditions prevailing at the time. Routing has been agreed with the
Kazakhstan authorities to give clearance to seal breeding and haul-out sites.
4.0
OUTBOUND PASSAGE
4.1
Departure
The Master should, on departure from the Base:
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a) Inform the first Installation to be visited of the vessels ETA.
b) Inform the Installation of any awkward/heavy lifts.
c) Confirm bulk discharge plan.
d) OIM should inform Masters of any potential delays to operations so that vessels work
programme may be altered if required.
e) Consult OKIOCs specific instructions if there is likely to be a significant delay to the planned
routing.
4.2
Routine Situation Reports

Vessels may be required to make routine reports as specified by OKIOC
5.0
INBOUND PASSAGE
Inbound to Base the Master shall pass to OKIOC Base the following information as soon as
possible after leaving the installation:
6.0
i)
ETA.
ii)
Heavy/awkward/wide loads and their position on the vessel.
iii)
Tank status.
iv)
Fuel/Water requirements.
v)
Dangerous Cargo.
vi)
Specific information as may be requested.
RESTRAINING OF CARGO
Irrespective of the weather and sea conditions and however short the run, cargo should be
restrained. Restraints should be in position before vessel sails, and should remain in position until
the cargo is offloaded. Restraints should be rigged so as to deny initial movement.
When determining the type and extent of restraining arrangements required, the Master should
consider a number of factors. These should include but need not be limited to
i)
the motion characteristics of the ship
ii)
the anticipated weather
iii)
the freeboard
iv)
the nature of the cargo
v)
the number of installations to be worked.
7.0
PRIOR TO ARRIVAL AT INSTALLATION
7.1
Prior to Arrival
Prior to arrival at any installation, the Master should ensure the following:
a) The vessel establishes contact with Installation, providing an ETA at least one hour before
arrival.
b) Bridge Personnel have read and understood the contents of the relevant Rig data. They
must ensure that they are familiar with the working practices of the Rig to be visited,
including, but not limited to:
VHF/UHF working channels.
Communication Points - Marine Control / Radio Room Central Control Room.
Physical layout of the Installation, cranes, buoys, mooring and fender arrangements
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beam dimensions, etc.
c) The following information is to be provided by the Installation OIM.
7.2
Name of Safety Vessel.
Names and location of any other vessels, barges or lighters working the Installation or
anchored in the area.
Information on any Rig Specific operations which may affect vessel operations alongside, e.g.
flaring (hot or cold), over-side work, helicopter operations, radio silence etc.
Side of rig to be worked.
Whether vessel will work on arrival.
RIG OPERATIONS
Prior to a vessel or cargo barge coming alongside the Installation, the Installation is to ensure that
they are ready in all respects to receive the vessel and/or cargo barge.
SECTION 3 - AT THE INSTALLATION

1.0
INSIDE THE 500 METRE ZONE

a) Smoking is prohibited on deck whilst working alongside all Installations. If hot work is required on
the vessel at any stage, permission must be sought from the Installation and all hot work
controlled under the permit system.
b) Whilst the vessel is operating at the Installation her bridge will be manned at all times and the
vessel will be kept at permanent readiness to depart the 500metre zone without delay when so
instructed by the Installation.
c) During the period that a vessel is standing off, the Master must ensure that a close watch is kept
on the vessels position and that the vessel is not allowed to creep or drive into the Installation.
When changing work faces on an Installation, the move must be properly planned, taking the
prevailing environmental forces into account. A safe distance off the Installation must be
maintained at all times. Any significant change in position should be made by taking the vessel
well clear of the Installation and making a fresh approach to the required work face.
d) When positioning the vessel or the cargo barge, due allowance should be made for the visibility of
the structure and the position/volume of overboard discharges and vents.
e) Where lighting is insufficient to allow the Master of the vessel to have a clear view of the overall
operation or the Installation structure, operations should be restricted to daylight hours or until
adequate visibility has been restored.
f)
All non-essential overboard discharges that could hamper safe vessel operations alongside
should be shut down prior to commencing cargo operations. Should the Master consider that an
overboard discharge may cause distress or danger to personnel or to the vessel, then he has the
authority to cease operations and stand off, until the discharge has ceased or prevailing
conditions keep the discharge clear of the vessel.
g) SHOULD EQUIPMENT FAILURE OR A PROBLEM OCCUR WITH THE VESSELS

MACHINERY CONTROL SYSTEMS, OR SHOULD CONTACT BE MADE WITH THE
INSTALLATIONS STRUCTURE, THE VESSEL MUST IMMEDIATELY INFORM THE
INSTALLATION OIM AND LEAVE THE 500METRE ZONE. THE VESSEL WILL NOT BE
ALLOWED TO RE-ENTER THE 500METRE ZONE UNTIL THE CAUSE OF THE FAILURE HAS
BEEN IDENTIFIED AND THAT APPROPRIATE REMEDIAL ACTION HAS BEEN TAKEN TO
PREVENT AN OCCURRENCE, AND THAT THE VESSEL IS FULLY OPERATIONAL.
h) OKIOC AND THE VESSELS OWNERS ARE TO BE ADVISED OF ANY AND ALL
OCCURRENCES AS DETAILED ABOVE.
i)
VESSEL MASTERS MUST LEAVE SUFFICIENT INSTRUCTIONS WITH THE OFFICER OF

THE WATCH TO ENSURE THAT THEIR VESSEL IS OPERATED IN A SAFE AND PROPER
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MANNER DURING THEIR ABSENCE FROM THE BRIDGE. THIS SHOULD INCLUDE CLEAR
AND UNAMBIGUOUS INSTRUCTIONS AS TO WHEN THE MASTER IS TO BE CALLED,
INCLUDING ANY SIGNIFICANT CHANGE IN THE WORK PROGRAMME, WHICH MAY
REQUIRE THE VESSEL TO MANEUVER HERSELF FROM ONE SIDE OF THE
INSTALLATION TO ANOTHER.
j)
CARGO BARGES ARE NOT TO BE MANEUVERED ALONGSIDE AND FROM THE

INSTALLATION WITHOUT THE PRESENCE OF THE MASTER ON THE BRIDGE OF THE
TOWING VESSEL.
k) All crew on deck must wear suitable PPE and have H2S escape equipment immediately available
and to hand It is important that hard hat, boots and coveralls are worn at all times. PPE should
have reflective properties that will be effective in all weather conditions. Suitable flotation
suits/buoyancy aids must be worn at all times whilst operating within the 500 metre zone and
additionally, at all times when involved in anchor handling operations.
l)
Should the vessel or any crew be involved in an incident/accident whilst inside the 500 metre
zone, it must be reported to the Installation OIM as soon as it is practicable and safe to do so.
m) Fishing within the 500 metre zone of an Installation or sub-sea equipment is strictly prohibited.
n) Vessels must not discharge any waste overboard.
2.0
COMMUNICATIONS
At all times when on location at an Installation and especially when operating within the 500 metre
zone, the vessel is to monitor the working channel of the Installation. The vessel must also
monitor the international marine emergency VHF channel at all times.
Before a vessel is positioned to work cargo, radio communication between the vessel and
appropriate Installation stations e.g. control room, radio room, cranes, deck foreman, bulk cargo
supervisor etc., must be established and tested as satisfactory.
Depending on the vessel and the Operator/Owner of the Installation, communication may be by
means of VHF/UHF channels.
There must be no MF/HF transmissions whilst the vessel is inside the 500 metre zone. Should
the need arise to transmit on these frequencies while working inside the 500 metre zone, the
Master must request permission to transmit from the OIM. If permission is not granted and the
urgency of the requirement warrants, the Master must request permission to leave the 500 metre
zone and make the transmission. Similarly all VHF Radios should be operated on low power
whilst within an installations 500 metre zone.
3.0
WORK PROGRAMME
On and preferably before, arrival at an Installation the Master should be given the programme of
work envisaged by the OIM. This should include any requirement to load or back load bulk
products, including quantities and any breaks in these operations that can be foreseen by the
OIM. The order of loading, discharging and storage arrangements should be pre-planned to avoid
slotting-in of containers and the necessity for any person to climb on top of cargo.
EVERY DAY, AFTER THE OPERATION MEETING ON THE RIG, THE OIM OR THE DECK
SUPERVISOR WILL INFORM THE MASTER(S) OF THE VESSEL(s), ON THE EXPECTED
WORK PROGRAMME FOR THE DAY.
Any significant break in operations should be notified by the OIM the vessel Master. Excessive
close standby time alongside the Installation should be avoided and if a break is required and
anticipated to be protracted, the Master should request permission to move outside the 500 metre
zone.
4.0
CARGO HANDLING OPERATIONS

The Master should ensure that all lifts are checked, prior to being discharged to an Offshore
Installation.
All cargo to be backloaded should be inspected by a competent person on the Installation. The
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officer in charge of deck operations should have a full view of all cargo operations and personnel
and be able to sight the crane wire and hook at all times. He should ensure that all deck crew
stand well clear of all lifts to and from the deck of the vessel. Effective communication must be
maintained between the bridge and deck crew. The banksman on the vessel deck shall wear
some form of distinctive high visibility clothing to ensure identification to the crane driver on the
Installation.
BEFORE STARTING THE CARGO HANDLING OPERATION, FOR BACKLOAD MATERIAL,
THE RIG DECK SUPERVISOR SHALL INFORM THE MASTER OF THE VESSEL, OR THE
DECK OFFICER IN CHARGE OF THE CARGO, ABOUT THE EXTIMATED QUANTITY OF
MATERIAL TO BE OFFLOADED, FROM THE RIG.
DANGEROUS GOODS LOADING: PRE-CARGO MANIFEST SHOVING THE TYPE OF
DANGEROUS CARGO, THE QUANTITY, THE CARGO BASKET/CONTAINER UTILIZED,
SHOULD BE FORWARDED TO THE MASTER OF THE VESSEL BEFORE STARTING THE
HANDLING OF THE CARGO.
RADIO CONTACT BETWEEN THE PARTIES OF THE RIG AND THE VESSEL (DECK
SUPERVISOR/CRANE OPRATOR/ MASTER/DECK OFFICIER) WILL TAKE PLACE BEFORE
TRANSFERING THE DANGEROUS CARGO ONTO THE VESSEL.
Cargo carrying units should be visually checked for loose items such as tools, debris, etc., prior to
commencing discharge/loading. If any such items are noticed when a cargo-carrying unit is being
lifted, the Installation should be advised immediately. A note should be taken of the cargo
carrying unit number and the incident reported as per OKIOCs accident/incident procedures.
Particular caution should be exercised when working with plastic coated slings on bundles of
chrome tubulars. The following points should be considered:
i)
Ensure visual check of each sling to confirm good condition.
ii)
Check each bundle has been tightly slung.
iii) Avoid lifting too many bundles at one time.

iv) Ensure deck crew is well clear prior to commencing the lift and watch each lift until it is
either safely landed on, or clear of the deck.
Masters should be particularly careful to ensure that the correct bulk hoses are used for the
transfer of commodities to Installations. OIM are responsible for ensuring that the correct hoses
are sent to the vessel. It is recommended that all bulk hoses should be marked as per the chart in
Appendix C. If there is any doubt, the Master should double check with the Installation.
Quick release, self-sealing couplings should be fitted to all fluid products with the exception of
potable/drill water.
The Master must not break stow if it is felt unsafe to do so. Any attempt to pressure the Master
into doing so must be reported immediately to OKIOC with a full written report prepared for
OKIOC at the end of the trip.
When needed and prior to commencing non routine cargo handling operations, the Master should
conduct a risk assessment on the work to be done e.g., working in marginal weather, with heavy
lifts, and hold a tool box talk with the crew.
The OIM must provide the vessel with a copy of the vessel load list and a dangerous goods list for
each Installation/port to be visited in sufficient time to permit proper stowage of the cargo for the
route envisaged.
The vessels Master is responsible for the safe and correct loading of his vessel. He should liaison
with the OIM to ensure that the vessel is loaded correctly. The OIM is responsible for providing
accurate information on the cargo to be loaded including relevant declarations for dangerous
goods and the proper packing and labeling of dangerous goods.
In deciding the order of loading and stowage of cargo, the following points should be considered:
i)
Stability.
ii)
IMDG Code.
iii)
Installations to be visited and routing.
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iv)
Installation restrictions such as orientation, crane outreach and capacity.
v)
Heavy, large or awkward shaped lifts.
vi)
Possible back-load requirements.
vii)
Likely weather to be encountered.
viii)
Adequacy of cargo securing and stowage arrangements appropriate to

forecasted weather.
ix)
Access to cargo.
x)
Probable order of discharge.
xi)
Areas on deck that are not used for cargo stowage should be clearly marked or
otherwise indicated.
Subject to all the above considerations, as a general rule, heavier and larger lifts should be
stowed towards the side rails whilst smaller lifts should be stowed towards the centre. This will
ensure the large lifts can be secured against the rails whilst affording protection to smaller lifts.
Vessel officers shall advise the OIM on where and how cargo should be stowed, including any
requirement for special seafastenings. Personnel not directly involved with cargo handling
operations must keep clear of the working area at all times. Personnel, both on the Installation
and on board the vessel, should not be distracted at critical moments in the operation.
The vessels Master is responsible for ensuring that all cargo is properly secured prior to sailing.
Restraints should remain in position until the cargo is ready to be offloaded.
The OIM must give prior notification to Masters if dangerous goods are to be included in
backloaded cargo so that appropriate stowage and/or segregation may be arranged. All cargo to
be backloaded should be inspected by a competent person on the installation who will sign the
dangerous goods declaration and where appropriate, the packing certificate.
The OIM should pay particular attention to the securing of cargo within open topped cargo
carrying units and half height cargo carrying units. The OIM should also ensure that open topped
waste cargo carrying units are fitted with a net or permanent cover.
Masters should bring to the attention of the OIM, any deficiencies in lifting gear or cargo carrying
unit damage found by the deck-loading officer when accepting cargo on board their vessels. The
Master should notify the OIM of defective lifts and return these to the Installation if it is safe to do
so. On receipt of any improperly secured lifts, the Master must inform the OIM immediately and
request that the lift be returned to the Installation for rectification, provided that doing so does not
constitute a safety hazard in itself. Should returning the lift be impractical or dangerous, the
Master must request equipment from the platform to enable the ships crew to rectify the defects
on board the vessel. In any event, the incident must be recorded in the vessels log, and a report
prepared for forwarding to OIM and OKIOC as soon as possible.
The Master has overall authority to terminate operations or refuse cargo when it is felt unsafe to
continue with the operation in hand. Similarly, the OIM has overall responsibility for operations
within the 500 metre zone and will terminate or modify and operation that is considered
hazardous.
5.0
WORKING PARAMETERS
When working alongside any Installation the Master should continuously assess the prevailing
weather conditions and ice movement.
If changes in the weather pattern require a change in vessel position or heading, the Master
should inform the Installation without delay.
When weather conditions deteriorate such that the Master experiences difficulty maintaining
position or the strain on mooring equipment is excessive or his vision of the Installation is reduced
due to a reduction in visibility, then the Installation should be informed and the vessel moved
away.
Due consideration must be given to vessel motion during deteriorating weather conditions. The
safety of the crew on deck is paramount and it is important to prevent damage to cargo and
vessel. The possibility of lifts becoming snagged under the vessels cargo rail must be
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considered.
If necessary, the crane driver should be advised of a safe cargo landing position and if the Master
feels that the conditions are becoming unsafe for backloading operations, he should inform the
Installation and pull clear to make space available and/or wait until the sea state and vessel
motion improves.
All operations involving heavy lifts will require suitable weather criteria that should be discussed
and agreed prior to commencement. Other operations, bulk handling etc., may have to be
suspended whilst heavy lifts are in progress. All non routine heavy lifts will require a Permit to
Work and a JSA completed.
SECTION 4 ANCHOR HANDLING OPERATIONS

1.0
GENERAL
Handling anchors at sea is a hazardous and arduous task. Prior to any anchor handling operation
personnel should be reminded of the basic safety precautions to be taken when engaged in this
type of operation. Additionally personnel should be made aware of the operational limitations of
the various vessels utilised, including their power and freeboard, bearing in mind that the safety of
the vessels crew is of paramount importance.
Vessel owners/managers have the responsibility for ensuring that vessels involved in anchor
handling operations, together with their equipment, are fit for purpose and adequately manned by
competent personnel with the relevant experience.
Offshore Installation personnel should ensure that whenever pennants are passed to vessels
alongside the Installation, the operation is adequately supervised.
If in attendance, the standby vessel should be informed of all operations in progress.
2.0
AGREED PROCEDURES AND RESPONSIBILITIES

Full procedures for Installation move operations should be agreed by operators and their mobile
Installation contractors with clear instructions laid down in writing. Where particular Installations
have detailed procedures for anchor handling and towing, these should be passed to the relevant
vessels, so that Masters are fully briefed on the operation to be conducted. If possible, Masters
should be briefed prior to leaving port or, failing that, on location prior to Installation move
operations.
The procedures should identify the responsibilities of key personnel and identify who is the person
in charge of the move. Attention is drawn to M Notice 1406. (Safety of Towed Ships and Other
Floating Objects). This person should also satisfy himself that all vessel personnel fully
understand what is required of them by the procedures.
The Master of each vessel is responsible for the maintenance and use of his own ships
equipment. In addition each Master should hold a pre-move briefing with his own crew to ensure
that his own anchor handling safety procedures are fully understood and their application to site
specific rig procedures.
The owner operator of the Installation is responsible for all Installation equipment, including
equipment hired specifically for the move, and all towing gear on its Installation.
There should be agreement as to the responsibility for providing additional mooring equipment
and agreement as to the amount and specification of such equipment.
Sufficient piggyback anchors, buoys, pennant systems and associated equipment should be
available in the field as required.
A safe method of passing the main towing pennant from the Installation to the towing vessel
should be established, with a clear understanding of the procedures to be used by all parties.
The secondary emergency towing system on an Installation should be identified, a readily
available method of retrieval of the main towing gear established, and a safe method of passing
the secondary towing system agreed.
Towing vessels should ensure that the Installation personnel are aware of the time that may be
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required to rig their spare towing wire. When an additional vessel is available as reserve tug whilst
on passage, it should be rigged for towing.
Where vessels are engaged in towing operations, a method to prevent the tow line chaffing
should be adopted.
3.0
EQUIPMENT
3.1
Safe Working Environment

In order to maintain a safe working environment for all persons on the vessel, the following should
be addressed: -
3.2
4.0
i)
There should be in place a safe and effective method of stoppering wire pennants.
ii)
The operation and maintenance of all equipment should be in accordance to the

manufacturers instructions.
iii)
A suitable system should be in place for the testing, inspection, maintenance and
recording of anchor handling equipment retained onboard vessels and installations. A
means of recording the results and frequency of such work should be used.
iv)
Particular attention should be paid when using soft eye pennants as they wear more
quickly than hard eye pennants and require frequent inspection.
v)
The use of roller fairleads mounted on the deck or crash barrier of vessels should be
carefully monitored, with inspection and maintenance performed regularly so as to ensure
that any uplift by external forces such as a tugger wire, are not liable to dislodge roller
fairleads from their seating.
vi)
Care should be taken when opening up wire coils, in particular pennant wires, as injuries
have occurred by the springing open of the coils following release of the securing bands.
vii)
As with the securing of normal cargo, all equipment used in anchor handling operations
should be secured until required.
viii)
When manning anchors, the anchor-handling vessel Master should be advised where the
Installation winches have payout limitations so that speed can be controlled. Effective
communication should be established between the Master and the winch driver.
ix)
A set of cutting gear should be readily available.
SAFETY EQUIPMENT ON VESSELS

Protective clothing worn during anchor handling operations should include, but need not be limited
to:
i)
Coveralls
ii)
Safety Boots
iii)
Gloves
iv)
Safety Helmets complete with chin-straps
v)
High visibility garments
vi)
Approved buoyancy aids
vii)
In addition, suitable wet and cold weather clothing must be available. (Code of
Safe Working Practices for Merchant Seamen)
viii)
Life buoys with lines should be readily available.
WEATHER LIMITATIONS
Weather forecasts should be available and checked during all Installation move operations and
operations planned accordingly. In marginal weather conditions, the Master of each vessel and
the person in charge of the move should agree to terminate/commence operations. The Master
of each vessel has the responsibility to decide whether or not conditions allow his vessel to
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operate safely.
5.0
PIPELINES, SUB-SEA OBSTRUCTIONS/STRUCTURES

All relevant parties involved must have full details regarding the location of pipelines and sub-sea
obstructions/structures relating to the whole operation.
Where it is known that anchor handling and/or towing operations will be conducted near to
pipelines or sub-sea obstructions/structures, then all parties should agree full written procedures.
All vessels engaged in anchor handling operations should be manned in accordance with the
provisions of the Safe Manning Hours of Work and Watchkeeping Application of STCW 95.
During an anchor handling operation, the number of operational personnel with no previous or
recent experience onboard anchor handling vessels should be restricted to one, unless carried as
an addition to the crew levels.
6.0
COMMUNICATIONS
Effective communications between the Master, the Installation staff and the deck crew are vital for
safety. For this reason, adequate numbers of key personnel should be proficient in the English
language. An effective radio communication link on a nominated channel should be maintained at
all times whilst the vessel is engaged in anchor handling and/or towing operations.
The Master of a vessel engaged in anchor handling operations should be notified of any expected
helicopter movements to or from the Installation during such operations.
SECTION 5 - TOWING
1.0
APPLICATION
All towing operations shall be carried out by, and under the direct control of, a competent Tow
Master.
2.0
TOW VESSEL SELECTION
2.1
GENERAL
It is vessel Owner/Manager responsibility to ensure that the intended towing vessels) are
adequate for the tow in the worst weather conditions which can be envisaged.
In general, the minimum bollard pull for any towing vessel(s) will be sufficient to move the tow
ahead against a 1 knot current, 40 knot wind and a 5 metre sea all acting in the same direction.
The specification for the number, type and bollard pull of suitable vessel(s) can only be decided
once the workscope has been properly defined.
Any tow vessel selected shall be fit for purpose of the intended workscope whenever practicable
and dependant on the exposure to risk, this shall be confirmed by a Technical Inspection.
Each tow vessel shall have a suitable motorized work-boat (Zodiac or similar) to enable an
inspection crew to board an unmanned Cargo Barge in an emergency, without the necessity of
maneuvering the tow vessel alongside.
2.2
TOW VESSEL EQUIPMENT; TOWING GEAR

All vessel used for towing shall be certified for towing to at least Russian Maritime Register
standards.
Each tow vessel shall have a spare tow wire. It shall be either spooled onto a working drum or
spooled onto a storage drum and ready, or available for use, at all times during the tow.
Shackles used in the towline shall have a breaking load of circa 3 times the bollard pull, but in any
event it will be greater than the tow wire breaking strength.
The towline may incorporate nylon spring (stretcher) made up with a hard eye thimble at each
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end. If used, its breaking load shall be circa 1.5 times the breaking strength of the tow wire.
The holding power of the innermost layer of the wire rope on towing winches shall not be less than
2.5 times static bollard pull. In addition to the main holding system there shall be an emergency
holding system which can give a holding power on the innermost layer of wire rope of at least 2
time static bollard pull.
Except for the Wagenborg Shallow Draft Tugs and other specially built towing vessels, the tow
vessel shall be fitted with a towing pod, gob wires or enclosed towing pins to prevent the towrope
from riding up the vessel side and causing a capsizing moment (sometimes referred to as
girting).
All towing gear must be fully certified and substantiated by documentation.
Adequate protection against tow wire chafe must be provided. The chafing protection must not
inhibit the tow vessel paying out or recovering wire during the course of the tow. Frequent
movement of the tow wire often affords the greatest protection against chafe. Failure to provide
adequate protection may result in OKIOC refusing to accept a back-charge billing for a
replacement wire.
2.3
3.0
DOCUMENTATION
The following (minimum) documentation shall be available for inspection:
i)
Vessel Registry Certificate
ii)
Tonnage Certificate
iii)
Load-line Certificate
iv)
Class Certificate
TOWED CARGO BARGE SELECTION (NORMALLY UNMANNED)

The towed Cargo barge will be selected, wherever practicable, after undergoing a Technical
Inspection to ensure it is fit for purpose of the intended work-scope. The OKIOC Marine
Representative will normally complete this technical inspection. It will evaluate the suitability of
the Cargo Barge with reference to the general requirements stipulated in Paragraphs 3.1 to 3.8.
3.1
GENERAL
The Cargo barge shall have physical capability to transport the cargo safely to its destination, e.g.
dimensions, draft, deck loading, point loading, stability etc.
3.2
STEELWORK
All external and, where practicable, internal steelwork will be examined for damage and integrity.
All defects shall be recorded to protect, where appropriate OKIOC from any subsequent damage
claims submitted by the owner. The deck supports and plating shall be suitable for attaching
grillage fabrication when required.
3.3
TOWING ARRANGEMENT
A fully certified bridle system with safe working loads and breaking loads based on the bollard pull
of the towing vessel shall be provided. The bridle system shall be capable of being separated at
the apex in order that two vessels can tow the Unit if required.
3.4
TOW RECOVERY
A suitable and certified recovery system will be fitted to the Cargo barge. This recovery system
shall be capable of total recovery of the towing bridle to enable reconnection.
3.5
EMERGENCY TOWING ARRANGEMENT

A suitable a fully certificate arrangement will be fitted. The arrangement will be such that it can be
deployed from the Cargo Barge and recovered by the towing vessel, without outside assistance
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(see Appendix B).
3.6
ANCHORING EQUIPMENT
The Cargo Barge must be fitted with a suitable and fully certified anchoring system for emergency
use. The anchor mooring line shall be of sufficient length to secure the Cargo barge and its cargo
at all reasonable water depths, bearing in mind the planned route and final destination.
3.7
MOORING EQUIPMENT
There shall be sufficient mooring bitts to moor the barge securely alongside a quay or parent
vessel. In general there shall be at least eight mooring bitts three on either side and one
forward and aft, on or near the centre line. Fairleads and Panama fittings shall be sited, where
applicable, to avoid mooring line chafe and to allow the moorings to have raised leads to the
present vessel/quayside. Mooring lines shall be in good condition and of sufficient breaking load,
length and number to provide a secure mooring system.
3.8
MANHOLES AND HATCHES

All manholes/hatches shall be secure and watertight to ensure the integrity of the Unit.
3.9
NAVIGATION EQUIPMENT
Navigation lights and shapes must be provided in accordance with the International Regulations
for Preventing Collisions at Sea.
3.10
SAFETY EQUIPMENT
Fire extinguishers shall be fitted in the vicinity of any machinery/fuel that could provide a source of
ignition. The extinguisher(s) will be of a suitable type for the fire likely to be encountered.
Lifebouys shall be sited in strategic positions to provide added security during inspection periods
on tow.
Lighting shall be provided in any enclosed space that is likely to be manned in an urgent or
emergency situation.
Emergency shut off valves for the fuel system shall be in working order.
An adequate engine start system shall be provided.
3.11
CARGO BARGE ACCESS

The Cargo barge shall be capable of being boarded safely from either side. Care shall be taken
to ensure that the positioning of the cargo secured on deck does not impair access.
The use of properly secured pilot ladders will be considered in certain circumstances.
3.12
RESPONSIBILITIES
As soon as the tow is connected and the towing vessels master is satisfied that all arrangements
are properly in place, the towing vessel has full responsibility for the barge until such time as the
barge is safely moored alongside the jetty or piles and tow is disconnected.
4.0
TOWED CARGO BARGE LOAD OUT AND DEPARTURE CHECKS

a) OKIOCs marine contractor shall be responsible for ensuring that the Cargo Barge, its cargo
and the sea fastenings have Classification where required.
b) Before departure, the towing vessel and tow, and the towage and stowage arrangements shall
be inspected by the Tow Vessel Master who will complete a pre-tow checklist (See
Wagenborg Kazakhstan HSE&Q Manual) and confirm to Base Operations or Marine
Controller that everything is satisfactory.
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c) The watertight integrity of the tow shall be assured by an inspection of the closing
arrangements for all hatches, valves, air pipes, and any other openings through which water
might enter the hull. The tow shall be at a suitable draft for the intended passage.
d) The securing arrangements for the cargo and stores carried on the tow shall be carefully
examined to ensure that they are completed, as per the approved seafastening drawings and
that they are adequate for the duration of the voyage. The fabrication, and placement of sea
fastenings will be undertaken by coded welders and, upon completion, all welds will be
subject to Non-destructive Testing (NDT). The stowage of the deck cargo shall be so
arranged as to provide the tow with adequate stability.
See APPENDIX E BULK BARGE OPERATIONS PROCEDURE
5.0
ANCHORING CARGO BARGE

The Cargo Barge will be anchored in a designated area at the Installation. See Part 5 Field
Information
Prior to releasing the anchor, the barge will have stern way.
A minimum length of chain, equivalent to four times the depth of water will run out on the seabed.
The barge will be brought up on its anchor.
6.0
PASSAGE PLANNING
The route to be followed by the tow shall be planned and will take into account such factors as the
weather, tidal streams and ocean currents, the size, shape and weight of the tow and the
navigational hazards to be avoided.
Whenever possible, lee shores and shoals shall be given at least 5 miles clearance.
Where necessary Tow Procedures shall be issued and they shall include, but not be limited to:
i)
Contingency plans for adverse weather i.e. Plans for heaving to, taking shelter, entering a
port of refuge or anchorage and identifying emergency jacking locations, shall be made in
advance of the voyage.
ii)
Contingency plans for the tow parting.
iii)
Details of Cargo Barge inspection routines, etc.
iv)
Handling of Barges in Ice (ice conditions limited to by the Ice Class certificate of the
applicable barge)
SECTION 6 - BULK TRANSFER OPERATIONS

(See also APPENDIX D - BULK TRANSFER CHECKLISTS )
1.0
GENERAL REQUIREMENTS
The transfer of bulk cargo in port and particularly offshore, is a potentially hazardous operation
and must be conducted in a safe and controlled manner. Wherever possible, dry bulk transfer
during the hours of darkness should be avoided.
HYDROCARBON TRANSFER DURING DARKNESS HOURS, SHALL BE UNDERTAKEN,
ONLY IN THE CASE OF REAL URGENCY, AND AFTER THE EXPRESS PERMISSION OF
THE RELEVANT RESPONSIBLE PERSONS: OIM, OKIOC REPRESENTATIVE, MASTER OF
THE VESSEL, AFTER A CAREFULLY EVALUATION OF THE FOLLOWING POINTS:
WEATHER CONDITION, AREA OF OPERATION WITH SUFFICIENT LIGHT, BRIEFING OF
THE PERSONNEL INVOLVED IN THE OPERATION. DURING THE OPERATION ALL
PERSONNEL INVOLVED HAS TO BE IN RADIO CONTACT. IT WILL BE THE
RESPONSABILITY OF THE VESSEL CREW ( AND THE INSTALLATION CREW IN CASE OF
VESSEL-INSTALLATION TRANSFER) TO CONTROLTHE DISCHARGING HOSE, DURING
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THE TRANFER OPERATION.
THE OPERATION WILL BE REPORTED IN DRILLING REPORT, AND ON THE VESSEL
LOGBOOK AS A NO ROUTINE OPERATION.
Offshore bulk cargo operations require a vessel to maintain position alongside an installation,
sometimes for extended periods. The attachment of one or more hoses to the vessel restricts its
ability to manoeuvre. Planning and adherence to procedures and checklists is essential to
minimize time alongside and to ensure a safe and efficient operation
The receiver of the products should request the following information:
i)
confirm type and quantity of product to be discharged and order of discharge.
ii)
estimated pumping rate for each product.
iii)
length of warning/estimate of time required to stop.
iv)
whether stop will be initiated from vessel or Installation.
v)
emergency stop procedure established.
vi)
confirmation that the liquid bulk lines can be drained back to the vessels tanks where
necessary, by gravity only.
When the hose is connected and lines are set, the provider should be directed to start pumping at
a slow rate. For dry bulk transfers, purge air should be utilized prior to bulk transfer to clear lines
and to prove connections.
If all is well, cargo is confirmed as entering the correct tanks, no leaks are observed and a good
vent has been obtained (dry bulk), the provider should be advised to increase pumping, up to the
full delivery rate. The venting of dry bulks is governed by the Control of Pollution Act 1974 and the
Environment Act 1995 Section 30F.
During bulk cargo operations the following points should be observed:
i)
the Master or person appointed for the task, must ensure that he can see the bulk
hose(s) at all times and he should not allow other operations to distract his attention away
from the hose(s).
ii)
the vessel bridge and OIM or provider should confirm quantities discharged and
received, at regular intervals, to ensure that there are no leaks within the respective
systems.
iii)
the vessel deck crew, Installation crane driver or provider must be readily available and
close at hand throughout any transfer operation.
iv)
sufficient warning shall be given by each party prior to changing over tanks.
v)
Installation, provider or vessel valves should not be closed against a cargo pump.
vi)
If at any stage in the operation the vessel Master, provider or OIM is in any doubt as to
the integrity of the operation then that operation should be terminated.
vii)
the loading rate should be reduced to a manageable level to allow the receiver to top off
tanks safely.
When pumping has finished, both the receiver and the provider should set their lines to allow the
hose to be drained back to the vessels tank. If the Installation has a vacuum breaker fitted to the
line, this should be used to aid draining. In suitable conditions the crane should also be used to
lift the hose to aid draining. In the case of dry bulk, purge air should be used to clear the lines.
When the hose is disconnected, the end should be fitted with a suitable cap or blank.
Product remaining in the line following transfer should be drained back into one of the vessels
tanks prior to disconnecting the hose. This does not apply to potable water.
Hoses used for potable water must not be used for transferring other bulk liquids, including drill
water. Potable water lines should be flushed through prior to transferring water to avoid any
residues within the lines contaminating the Installations supplies.
During periods of darkness, adequate illumination must be available over the hose and support
vessel throughout the operation. To facilitate identification, hoses should be fitted with high
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visibility bands, high visibility tape or alternative means to mark the product.
Hoses are colour coded for manufacturers identification and approval, frequently by use of spiral
coloured bands within the hose structure.
Hose terminations should be identified by the use of a coloured band or alternative means to mark
the product. SEE APPENDIX C COLOUR CODING. The colour band at the termination should
be broad and distinctive to avoid confusion with spiral band colours within the hose structure. The
manufacturers colour coding identification in the hose should not be confused with the colour
band at the termination.
All bulk hoses used offshore are to be of sufficient length for safe operation and have internally
swaged or other approved clamp fittings. Unapproved repairs should not be made.
In the transfer of bulk products, consideration should be given to the fitting of self- sealing weak
link couplings in the hose string.
Bulk Transfer Operations in Port prior to the start of any bulk transfer operation, a cargo transfer
plan should be formulated and agreed with the other persons responsible for the pumping or
reception of the product. This should include: -
2.0
i)
Product to be loaded
ii)
Tanks to be used
iii)
Load/discharge rates required/possible
iv)
Procedures for topping off tanks
v)
Procedure for emergency stops
vi)
All external hot work must be stopped and hot work permits revoked if a hydrocarbonbased product is to be loaded.
vii)
Check loading/discharge line and tank valves are correctly set.
viii)
If more than one product is to be loaded/discharged simultaneously, ensure that correct

hose is fitted to appropriate coupling.
ix)
Check condition of loading/discharge hoses.
x)
Ensure moorings are maintained such that no strain is imposed on the hose(s) by vessel
movements.
xi)
Ensure there is sufficient scope of hose deployed to cope with any ranging of the vessel
on the quay.
xii)
Establish communications routine with other party.
xiii)
Prove vessels tank level monitoring system. Manual verification checks of the level
monitoring system should take place during loading of liquids, especially when loading to
near capacity of individual tanks.
xiv)
Ensure a watchman, with suitable communication equipment, is on duty at the deck

manifold.
xv)
Complete and sign off any relevant company safety check lists or dangerous goods safety
checklist.
xvi)
If fuel or oil based fluids are to be loaded, ensure that self-sealing connections ( See
Appendix C Bulk connection and Color Code) are fitted.
xvii)
Ensure all pollution prevention equipment is in place as per vessels SOPEP.
xviii)
Provide at vessel hose/manifold/reception site drip trays, fire hoses, fire extinguishers,
test equipment for gas concentrations, explosimeter.
xix)
Impose no smoking conditions.
xx)
Harbour/base operators emergency pollution procedures on display.
BULK TRANSFER OPERATIONS AT SEA
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The following procedure should be used prior to and during any transfer offshore of bulk cargo to
or from the vessel:
Installations should ensure that:
i)
hoses are visually inspected and doubtful lengths replaced.
ii)
slings and lifting points are visually checked and replaced if required.
iii)
hoses are lifted by a certified wire strop on a certified hook eye fitting.
iv)
Under-deck lighting is provided and adequate.
Vessels should ensure that:

i)
all pollution prevention equipment is in place, as per vessels SOPEP.
ii)
if a connection other than a self sealing quick release coupling is used, particular care
must be exercised when disconnecting the loading hose and a drip tray must be in place.
iii)
all manifold valves are in good condition.
iv)
correct couplings have been identified for the product(s) to be transferred.
v)
the person in charge of the operation performs no other duties.
vi)
Installation under deck lighting is adequate for the work to be done.
vii)
dry bulk vent line positions are identified.
3.0
BULK TRANSFERS OF PARTICULAR CONCERN
3.1
Methanol
Methanol is a highly flammable, toxic substance which burns with no visible flame in daylight
conditions and is readily miscible in water. Special care must be exercised when loading and
discharging this product and the instructions in vessels procedures or marine operations manuals
must be adhered to. In addition, the following points should be observed.
3.2
i)
Hazard data sheet for the product to be loaded must be made available to the Master
prior to commencement of operations.
ii)
Charterer/base operator will nominate berth after liaison with harbour authority, fire
brigade and the harbour police/security.
iii)
Base operator to ensure sufficient water supply available for cooling/drenching, as

appropriate.
iv)
Base/harbour area used is cordoned-off, with appropriate signs posted to indicate a

hazardous area.
v)
The Master of the vessel and the marine surveyor should complete a ship to shore safety
check with provider.
vi)
Approval for loading is given by the vessel Master and Marine Surveyor.
vii)
All loading operations to be conducted under a permit to work raised by vessel Master.
viii)
Suppliers staff to be on site at all times to advise on pumping, handling, earthing and
discharge of tanks. Supplier to provide dry powder and water fire extinguishers, large
buckets of water and 25 litre containers in case of small spillages.
ix)
Vessel deck should be clear and fire hoses rigged, ready for action, prior to
commencement of loading.
Zinc Bromide Brine

Zinc Bromide Brine is a particularly corrosive, heavy drilling brine which is subject to the Control
of Pollution by Noxious Liquid Substances in Bulk Regulations. All vessels involved in the
carriage of this cargo must hold a valid certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk or an International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk (INLS) Certificate, covering carriage of the appropriate substance.
Due to the brines very corrosive nature, protection of personnel against injury from spillage is
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most important and certified vessels should have a procedure and operations manual that details
the legal and safety requirements for handling the product. In any event, the following points
should also be observed.
i)
Hazard Data Sheet for the product to be loaded must be made available to the Master
prior to commencement of operations.
ii)
The loading/discharge hose should be checked for damage prior to use and should be
fitted with a self sealing coupling, (See appendix C Bulk Connections and Color Codes)
such as an Avery Hardoll or similar, to minimize spillage during connection and
disconnection.
iii)
Chemical suits must be provided for and worn by all personnel handling the hose and
making the connection/disconnection.
iv)
Zinc bromide brine may only be considered for carriage in those tanks specifically
detailed for the purpose in the vessels INLS certificate.
v)
Tanks which have carried Zinc Bromide cannot carry any other product until they have
been properly cleaned and all washings disposed of as per regulations, otherwise any
cargo accidentally loaded on top is to be treated as special waste.
vi)
Tanks that have contained Zinc Bromide should be drained as much as possible prior to
washing. If a vessels cargo pump cannot remove all but the smallest amount of brine,
then consideration should be given to the use of portable pumps to ensure as little
residue as possible remains.
vii)
Tank cleaning and the discharge of tank washings can only be carried out under the
surveillance of an approved MARPOL Surveyor, as the tank washings are classed as
special waste.
SECTION 7 - DANGEROUS GOODS AND MARINE POLLUTANTS

1.0
DANGEROUS GOODS
The carriage of dangerous goods and marine pollutants is governed by the International Maritime
Dangerous Goods Code (IMDG Code) consolidated edition 1994 as amended by Amendment
No.28 1996.
Masters of vessels and operators/owners of offshore Installations should have access to an up-todate full set of IMDG volumes, including supplements for reference. All requirements laid down in
the IMDG Code must be followed, where applicable. Dangerous goods should be loaded in
appropriate locations on the vessel.
Shipper means a person who, as principal or agent for another, consigns for carriage by sea
dangerous goods or marine pollutants and includes, for the Installation the Offshore Logistics
department or storeman and carries the responsibilities outlined in the MS (Dangerous Goods and
Marine Pollutants) Regulations 1997. Shippers are responsible for providing correctly completed
Dangerous Goods paperwork.
Operators/Owners of offshore Installations in their capacity as shippers must ensure that all
dangerous goods and marine pollutants are properly declared, packaged and marked in
accordance with the IMDG Code. [MSN 1705 Portable Tanks, Road Tank Vehicles and Road
Tank Wagons for the Carriage by Sea of Liquid Dangerous Goods and Liquefied Gases &
Dangerous Substances in Harbour Areas Regulations and ACoP]. Masters of vessels must
ensure that all such goods and pollutants are properly stowed, secured and segregated in
accordance with the IMDG Code and Dangerous Substances in Harbour Areas Regulations.
Masters must be given written advance notification prior to the loading or backloading of
dangerous goods. A written declaration in the form of a Dangerous Goods Declaration must be
delivered to the Master before the goods are taken on board.
A dangerous goods packing certificate is required for all dangerous cargo or marine pollutants
packed into cargo carrying units, and cargo of this nature must be stowed and segregated in
accordance with the IMDG Code. This is equally applicable to offshore backloading.
All portable tanks used to carry dangerous and polluting substances must be approved for use by
a competent authority, and tested and marked in accordance with the IMDG Code. Prior to being
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placed on board a vessel, all tanks must be carefully checked for damage and leakage.
The Master should consult with the shipper and/or operator/owner when in any doubt regarding
shipping of dangerous goods and marine pollutants. He has the authority to refuse to load these
cargoes.
2.0
WASTE AND WASTE DISPOSAL

Operators and Owners of Offshore Installations in their capacity as waste producers must ensure
that all wastes are properly declared, packaged and marked in accordance with the legislation.
Masters of vessels must ensure that all wastes are properly stowed, secured and segregated.
Shippers of defined waste must ensure that Masters have appropriate waste consignment notes
for special wastes and non-special wastes.
Masters should ensure that they have appropriate documentation and that a responsible person
on board the vessel signs the waste transfer note prior to the transfer of the goods to an
Installation or quayside facility.
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PART 4 STAND-BY VESSELS
PART FOUR STANDBY VESSELS

SECTION 1 - RESCUE AND RECOVERY
1.0
INTRODUCTION
This describes the manner in which vessels shall provide standby services and support to
incidents requiring search, rescue and recovery operations.
1.1
Rescue and Recovery Requirements

The UKCS Offshore Installations (Prevention of Fire and Explosion, and Emergency Response)
Regulations 1995 (PFEER) are referenced. Two regulations from PFEER, Regulation 16 and 17,
apply to Abandonment and Rescue and Recovery.
Regulation 16 applies to Means of Escape
The Duty Holder shall provide such means of escape as will ensure, so far as is reasonably
practicable, the safe escape of all persons from the Installation in case arrangements for
evacuation fail.
The Guidance to this Regulation says:
The regulation requires the duty holder to provide means of escape from the installation in the
event of the failure of the evacuation system in catastrophic incident when a planned and orderly
evacuation cannot be achieved.
Regulation 17 applies to Arrangements for Recovery and Rescue.
The Duty Holder shall ensure that effective arrangements are made, which include such
arrangements with suitable persons beyond the Installation, fora.
recovery and rescue of persons following their evacuation or escape from the installation:
and
b.
rescue of persons near the installation; and
c.
taking such persons to a place of safety,

and for the purposes this regulation arrangements shall be regarded as being, effective if
they secure a good prospect of those persons being recovered, rescued, and taken to a
place of safety.
The Guidance to the Regulation says:

The regulation requires duty holders to make effective arrangements to enable persons who
have to evacuate or to escape from the installation to be recovered or rescued to a place of
safety. The regulation also requires arrangements to be made to rescue persons from the sea
near an installation, such a s persons falling overboard, or a helicopter ditching on landing or takeoff. The scope of the regulation covers incidents involving one person as well as multiple -person
incidents.
A Place of Safety means an onshore or safe offshore location or vessel where medical treatment
and other facilities for the care of survivors are available.
2.0
PERFORMANCE STANDARDS
2.1
Effectiveness
The effectiveness of arrangements is measured against Performance Standards.
A Performance standard is defined as:
Providing a good probability - that in all but the most severe storm conditions and sea states - of
recovering, rescuing and taking a place to safety, persons who have to evacuate or escape from
an installation or who require rescue near the installation.
Performance Standards are time related and based on the likely survival times of personnel in the
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water
2.2
Performance Standards
Man-overboard
The man-overboard performance standard is based on over-side work. The survivor is assumed
dressed in normal working clothes with an automatic lifejacket on but no immersion suit.
No performance standard is required for the random man-over board; this is regarded as a not
reasonably foreseeable occurrence. This is based on the fact that there should be safe working
practices in place that prevent a man working over-side without proper safety precautions being in
place, that includes alerting the Standby Vessel of the proposed work. Similarly that walkways and
handrails etc. are all in good condition.
The above philosophy is supported by the fact that the few occurrences of random man overboard
have been related to suicide.
Helicopter Ditching/Crash nearby the Installation
Helicopter Ditching/crashing is considered to be a reasonably foreseeable event. Nearby the
Installation is considered to be within 1 nautical mile of the Installation.
Installation Escape.
It is reasonably foreseeable that in a major emergency some persons will be isolated and unable
to get to the TR (Arktos garage), these persons will have to escape directly to the sea. Failed
evacuation of the Arktos could also be considered. The performance standard applies to those
persons who have had to abandon the Installation directly to the sea.
3.0
OKIOC REQUIREMENTS
3.1
Man-overboard
While on the Berm the Rig is unlikely to require any significant coverage for over-side work. This
coverage can be provided by either type of vessel, depending on water temperature.
The IBSVs are fitted with two fast rescue craft (FRC) and have easy access to the
accommodations.. As the onset of exposure to cold (hypothermia) increases rapidly with decline
in water temperature and the need to keep a sufferer in a horizontal position, these vessels will
provide coverage during cold water periods, irrespective of other factors.
The SDTs carry a rigid inflatable 5-metre boat with fixed radius launching davit. The SDT has a
low free board and is able to recover personnel direct to deck without the need for a rescue boat.
The SDTs have no direct access to accommodations from main-deck level and access to
accommodation areas entails putting a patient in the upright position and lifted manually up a
steep companion way to the bridge deck. This restriction means that the SDTs will be used for
Standby duties during warm water periods only.
3.2
Helicopter Ditching
Helicopter will be the principal means of transportation to and from the rigs.
The risk of helicopters crashing or ditching is greatest during landing/ taking off.
The recovery of persons from a ditched helicopter could be carried out by either the IBSVs using
their Rescue Craft or by the SDTs; subject to conditions as above.
SECTION 2 - DUTIES
1.0
REQUIREMENTS
There will be a vessel on standby duties in the field at all times. The particular period of year or
drilling activity will dictate what class of vessel will be assigned this duty.
Note: The IBSV and the SDT are not designed, built or certified as Stand-by vessels in
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accordance with the UKOOA / PFEER guidelines.
An IBSV classed vessel will be on standby duties during the following periods:
Drilling the pilot top-hole section where shallow gas may be encountered
When entering the reservoir and during well testing
During periods when the sea temperature is below 15 C.

Personnel in the water will suffer from exposure in a shorter period of time and therefore the
greater need to recover personnel from the water quickly.
It is imperative that personnel suffering from hypothermia are recovered and kept in a
horizontal position. ( In order to gain access to shelter on an SDT, the horizontal cannot be
maintained)
During other periods low-risk well sections and warm water periods, an SDT can provide the
basic requirements for a man-overboard situation or helicopter ditching.
There can be NO exceptional circumstances that allow change-out to a reduced level of stand-by
cover except in life or death situations. The OIM uses his judgement and in life or death situations
and he may release the stand-by vessel without replacement and without needing approval in
such circumstances, accepting the short-term risk exposure.
Changeovers are to be recorded in the Rig and vessel logs.
2.0
EXCURSIONS
The standby vessel must not go beyond 5 nautical miles distance from its assigned installation
and under routine operations the vessel should remain within 10 minutes steaming from the rig.
The Standby vessel should maintain station outside the 500-metre exclusion zone of the rig
unless required to give close stand-by cover for over-side working or helicopter arrivals and
departures.
The Standby Vessel should generally maintain a position upwind of the rig and offset so the
vessel cannot drift onto the rig in the event of power loss etc. except as provided in Section 4
below.
3.0
AVAILABILITY
The Standby vessel shall not normally anchor or otherwise enter into any activity, including
planned maintenance, which may affect its ability to meet the performance standards.
The rig may not request the Stand-by vessel to conduct any activity that will prevent the Stand-by
vessel from providing a proper response.
The Stand by vessel shall at all times maintain a state of readiness with main engines immediately
available.
4.0
FIELD DUTIES
Monitor the 500m meter exclusion zone around the rig and prevent as far as possible any
unauthorised entry.
Provide back-up radio communications in the event that the rig communications fail in an
emergency situation.
Provide fast rescue facilities during over-side working and helicopter arrivals and departures.
Assist with the evacuation of the rig and accommodating rescued personnel
Co-operate with the rig in exercises and drills
Coordinate the positioning and direction of the Arktos amphibian escape vehicles in an
abandonment situation.
Provide pollution control activities as required by the rig in the event of an uncontained spillage to
sea.
When visibility drops below 2 Nm the Standby Vessel shall commence fog patrol duties and
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monitor all vessel movements on radar. Any such vessel approaching within a two mile radius of
the offshore installation shall be warned off.
The Standby Vessel shall inform the Offshore Installation if any vessel enters the two mile zone,
and details of its proximity and heading. This information must be relayed immediately to OIM/RO
who shall bring all parties to the appropriate state of readiness.
Maintain as far as possible and as necessary an ice-free zone on the lee side of the rig during ice
periods.
5.0
CLOSE STANDBY
The rig shall require close stand-by duties for over-side working and helicopter operations. In
these instance the SBV may enter the 500 metre zone to a position commensurate with the work
required but at no time in a position where power failure or loss of control may result in collision
with the rig.
The vessel should remain upwind and have the crew ready and dressed for immediate response.
6.0
COMMUNICATIONS
The Stand-by vessel shall maintain regular communication with the rig Radio Operator (RO)
A formal radio and systems check shall be made with the RO at each change of watch on the
Stand-by vessel and at each change of shift on the rig. A checklist shall include a verification that
all systems are operational and that stand-by cover is not compromised.
All communications between the rig and the Standby vessel shall be formally recorded in rig and
vessel logbooks.
The Stand-by vessel shall record all conversations with other vessels that are relevant to field
activities.
The Stand-by vessel should be prepared to act as the main communications centre in the event
that rig communications fail.
Any defects shall be reported immediately to the RO advising time taken to repair and regularly
advised of status thereafter. In the event that a defect or breakdown prevents the vessel from
discharging her duties, a replacement vessel should be requested as soon as possible.
SECTION 3 - MAJOR ABANDONMENT

1.0
GENERAL ARRANGEMENTS
The arrangements for major abandonment from the Installation are provided by 3 fifty-person
ARKTOS amphibious craft.
The IBSVs and the SDTs will play a major role in the recovery of persons who have evacuated
the rig by other means. The successful recovery of these persons who have taken directly to the
water will depend solely on the IBSVs and SDTs.
An alternative means of escape should be clearly identified and built into evacuation plan.
Consideration should also be given to the need for depots of survival suits/lifejackets to be
available at various locations around the rig so that any person trapped and having to abandon
the Installation directly will be appropriately clothed.
NB All the Support Vessel(s) should be aware of the locations of the alternative means of escape.
These can be shown on an Installation plan, which can be included in the Marine Manual,
presently under preparation.
2.0
RECOVERY OF PERSONNEL FROM THE ARKTOS

The ARKTOS are relatively maneuverable and the best method of taking personnel out of them
would be for the ARKTOS to steam down wind on a steady course and allow the Support vessel
to come alongside them and steam parallel to them. Even in relatively poor conditions the craft,
running down wind will be relatively stable.
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Great care must be exercised during this operation and Masters of the OKIOC Vessels should
exercise their discretion in conditions where evacuation would place personnel in greater danger
than remaining on the Arktos. Even under good conditions, evacuating personnel from the
ARKTOS to either the IBSV or the SDT will be difficult for persons disorientated and distressed
after a major incident.
3.0
SURVIVORS
In a full abandonment scenario we are likely to end up with two groups of survivors:
4.0
Personnel in the ARKTOS which are likely to include some injured personnel
Personnel in the water or liferafts subsequently recovered to the IBSV or SDT.
ARKTOS ACTIONS
Initially the ARKTOS should clear up wind and off line from the Installation. The Standby Vessel
will advise the coxswains of the Arktos where to steer for optimum safety. It should be noted that
two miles is suggested in the Evacuation Assessment to avoid a possible gas cloud.
Once at location the Arktos should stream its sea anchor and ride head to wind and sea to await
favourable conditions and vessel availability for transfer. The Standby Vessel will monitor drift and
keep the coxswains advised when repositioning is necessary.
First action will be to remove injured personnel from the Arktos, IBSV and SDT, by helicopter.
Under extreme conditions, it may be necessary to instruct the Arktos to head for shore to one of a
number of pre-selected sites, depending on prevailing weather. The route chosen will be the one
giving least exposure to beam winds and sea. All nominated sites have been assessed for
access by shore reception teams. The craft have a maximum speed of 6knots but are not likely to
make more than 4 knots if heading into wind or sea. GPS Navigation equipment and chart are
provided on each Arktos.
When choosing this option, consideration should be given to the time required for travel and the
fact that in the shallow waters the only support available to the Arktos should it suffer mishap or
breakdown will be via helicopter.
Remaining personnel on the IBSV or SDT should be airlifted off or transported to Bautino
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PART FIVE FIELD INFORMATION

SECTION 1 - KASHAGAN WEST
1.0
KASHAGAN WEST FIELD INFORMATION
1.1
GENERAL DESCRIPTION
The Kashagan West Field lies in position 46 NM from Atyrau, 162 NM from Bautino Base
There are no oil fields in the immediate area at present.
The water depth is 7 metres LAT.
1.2
KASHAGAN EAST DESCRIPTION

The Installation location is:
Latitude:
46 deg. 20.9 min. North
Longitude:
51 deg. 46.5 min. East
The Kashagan East Installation is based on a shallow draft swamp drilling unit that is set on a
sub-sea artificial island berm.
The Unit is rectangular in shape the main dimensions are 80metres x 50 metres.
The Unit and the berm on which it sits is protected from ice by steel piles along the NW and SE
faces of the berm.
The Installation is fully integrated with drilling, and personnel quarters.
The Platform is set on a heading of 074 254 degrees
The helideck, which is positioned at the end of the Unit, is rated for Bell 212 aircraft
There is accommodation for 96 personnel.
1.3
Evacuation Facilities:
Lifeboats
Evacuation is by means of 3 ARKTOS Amphibious Self Propelled and enclosed evacuation units.
EACH TAKING 50 PERSONS
The ARKTOS garages are located at the Forward end of the Installation and this forms part of the
temporary safe refuge area of the rig.
Liferafts
The Rig is fitted with four evacuation stations: two stations are located on the bow at the ice
deflector level, and the other two are located at midship, one each side.
Each station is equipped with 2 x 25 man liferafts and scramble net.
2.0
2.1
COMMUNICATIONS
LAND COMMUNICATIONS
A satellite system provides duplicated voice, data and telemetry communication channels
between the Kashagan East Platform and OKIOC. The system utilizes the Satellites.
From OKIOC in Atyrau, facilities allow further independent communication links into onshore
telephone networks as required.
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An Inmarsat System provides a backup to the normal satellite system for voice and telex traffic.
2.2
MARINE COMMUNICATIONS
2.2.1
General
Prior to entering the 500 metre controlled zone all vessels will contact the Kashagan West Radio
Room on VHF Channel 74.
The Radio Room maintains a 24-hour listening watch. The Radio Operator (RO) will give the call
the rig Marine Controller who will provide the vessel with any instructions and/or relevant
information that is appropriate to making a safe approach.
2.2.2
Kashagan West Marine and Aviation Frequencies

Routine
Marine VHF Channel 74
SSB HF radio 6475 MHz
2.3
Deck/Safety
UHF Channel 2
Aviation Mhz
128.95
Emergency
VHF Channel 10
Marine MF
2182 MHz
Deck/Safety
VHF Channel 16
PRE-ENTRY CHECKLIST 500 Metre Zone

Any vessel wishing to enter the 500 metre safety zone around the Kashagan West Installation will
complete the Pre-entry Checklist in conjunction with the Marine Controller (see Appendix A).
The Pre-entry Checklist must be completed and the Master must confirm that all equipment is
operational before the MC gives permission to the vessel to enter the Installation 500 metre zone.
The MC will record thus communication in his log. If the reply to any question is in the negative,
the vessel will not be given permission until the matter has been discussed on the Installation.
Where the negative reply stems from a defect on the vessel, as assessment of the level of risk to
the Installation will be made. This discussion will involve the Installation OIM, Marine Controller
and other personnel where appropriate, before any decision is made as to whether to grant
permission to enter or not.
2.4
INSTALLATION APPROACH AND SETTING UP LEVEL

Vessels will not manoeuvre beneath the Installation. The Installation has a duty to ensure that
cargo operations do not necessitate such maneuvering on the part of the vessel.
Any vessel entering the 500 metre zone of the Installation will steer an offset course i.e. not
aiming at the Installation) as she enters the zone such that her nearest approach would be no less
than 50 metres.
Masters are instructed that when setting up before maneuvering alongside an Installation, such
setting up is NOT to be conducted off the weather face of the Installation. Setting up will be
conducted a minimum of 50 metres from the Installation.
3.0
PARTICULAR MARINE HAZARDS

See Section 4 below.
4.0
RECOMMENDED ANCHORAGE
Vessels will not anchor or moor without the permission of the OIM/ Marine Controller.
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4.1
Anchorage Area
There is a recommended anchorage for vessels within the following area:
TBA in the meantime consult with Marine Controller

4.2
Permanent Moorings
Bulk Barges have three single anchor-laid moorings in the following positions:
Mooring No 1 :
46 degrees 20.1 minutes N

51 degrees 45.6 minutes E.
Mooring No 2

51 degrees 46.6 minutes E
Mooring No 3

51 degrees 46.2 minutes E
The moorings each consist a single 5 ton delta flipper anchor, 75 metres 35mm studded anchor
chain and 30 metres buoyant polypropylene mooring line. The anchors are marked with a highly
visible orange float. The end of the anchor chain is marked with a yellow steel buoy. A 30 metre
nylon mooring line is attached to the buoy. The rope end is marked with a highly visible float.
Neither system is lit at night.
5.0
CARGO OPERATIONS
5.1
GENERAL
All vessel movements, and cargo operations, within the Kashagan West Field are directed by the
Marine Controller (MC). Prior to any vessel entering the Kashagan East 500 metre zone, the MC
will complete the pre-entry checklist (Appendix A) with the vessels Master.
5.2
CRANES
The principal mechanical handling systems on the Platform are the two diesel-hydraulic pedestal
cranes on the NW and SE faces. See Appendix B for ratings.
5.3
HELICOPTER OPERATIONS
During helicopter operations all over-side crane working normally ceases until either the helicopter
has cleared the Installation of has shut down.
5.4
DIVING RESTRICTIONS WHILST HANDLING TUBULARS AND SCAFFOLDING

No work shall take place that exposes the divers to risk. Over-side tubular/scaffolding activity will
not take place simultaneously with diving activity unless specifically sanctioned by the OIM and
the Diving Supervisor.
6.0
POSITION REFERENCE SYSTEMS

There are no permanent position reference systems at the Kashagan West Field.
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7.0

MARINE CONTROLLER (see note Part 1, 2.0 Acronyms)
Main Marine Functions are:
a)
To monitor all marine activity in the field.
b)
To control and co-ordinate operations as necessary to protect offshore personnel and

property including; diving operations, pipelines and offshore loading facilities.
c)
Initiation of man overboard drills and pollution exercises.
8.0
ROLE OF THE KASHAGAN WEST STANDBY VESSEL
8.1
GENERAL
For details on the general duties and responsibilities of the vessel, reference should be made to
Part 4 Standby vessels
8.2
ANCILLARY SERVICES
The ancillary services provided by the Standby Vessel are to:
Report any unusual occurrences such as oil slicks from the installation and Infield flow-lines or
any items falling from the Installation.
Carry out anti-pollution measures as required
8.3
CONTROL AND CO-ORDINATION

The Marine Controller is responsible for the day to day operations of the Standby Vessel.
9.0
ROLE OF ON-SCENE COMMANDER
9.1
KASHAGAN WEST PLATFORM

If an emergency incident occurs on the Installation which poses serious threat to the Installation
and/or personnel on board, and which would result in the OKIOC Emergency Response Centre
(ERC) being mobilized, the OIM shall be the On Scene Commander.
9.2
INSTALLATION ABANDONMENT
If the situation reaches a stage where the OIM has no other recourse but to abandon the asset,
then he or his deputy shall carry out the following:
9.3
a)
Make all contacts as per Installation Abandonment Procedure.
b)
Cover all actions required for platform abandonment.
OKIOC ERC ACTIONS

The OKIOC Emergency Response Team will respond in support of the activities as required by
the On-Scene Commander.
In the event of a full evacuation, the Master of the appointed Stand-by vessel will normally assume
the role of the On-Scene Commander until such time as he is relieved by the OKIOC
Representative or otherwise as considered necessary by the OKIOC Emergency Co-ordinator.
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APPENDIX A - PRE-ENTRY CHECKLIST
APPENDIX A -
PRE-ENTRY CHECKLIST
All vessels must contact the Installation at least one hour before arrival confirming ETA.
Prior to entering the 500 metre zone, the following checklist must be completed
Yes
Vessel Master to confirm:
Comment
That Master is fully aware of Installation

procedures for vessel entry (Steering
Offset course, speed and manoeuvering).
Main Engines: tested ahead and astern
Steering gear: Fully function tested (main and

emergency)
Thrusters: Bow, stern, azimuthing (as applicable)

running and confirmed operational
Joystick: Function tested and operational
Communications: VHF Sets/deck speakers tested

and two-way communications established with Deck
Foreman and crane
Weather conditions are suitable for the proposed

operation
Vessel Master MUST record completion of Checklist in the Deck Logbook.
Installation to Confirm:
Deck and crane communications have been tested
and satisfactory
Correct channels being used
Confirm to Stand-by Vessel that supply operations
are about to commence.
Installation is ready to receive cargo
Installation to record completion of checklist in Deck Logbook.
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APPENDIX B - PLATFORM ORIENTATION AND CRANES
APPENDIX B - PLATFORM ORIENTATION AND CRANES
Installion Orientation:
074 Deg - 254 Degrees
Drilling derrick on NE end
Cranes situated amidships, one on each side.
No risers.
Cranes:
Both Cranes on SUNKAR are identical:
STATIC LOAD
DYNAMIC LOAD
SWL
Radius
SWL
Radius
Main
75 t
6m
54
6m
Whip
12.5
6m
12.5
6m
Main
7.7
37m
7.7
37m
Whip
7.7
37m
7.7
37m
Intermediate distances pro-rata.
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APPENDIX C BULK CONNECTIONS AND COLOUR CODES
APPENDIX C - BULK CONNECTIONS AND COLOUR CODES

It is important to note that it is the coloured bands that identify the hoses, not the hose spiral or
longitudinal colours.
HOSE
APPLICATION
COLOURED BAND
CONNECTION
Dry Cement
Yellow
4 inch WECO
Dry Baryte
Orange
4 inch WECO
Potable Water
Blue
3 inch WECO
Diesel Oil
Brown
4 inch TODO
coupling, quick
release self-sealing
Base Oil
Red
4 inch TODO
coupling, quick
Drill Water
Green
Oil Based Mud
Black
Brine
Red
4 inch TODO
coupling, quick
All Hoses should be marked with the appropriate colour code by a broad band painted around the
hose or coloured tape used.
Where hoses perform dual functions, the colour code for each function should be painted on the
hose as a broad band
Ship and barge manifold connections should be similarly colour coded.
Rigid lines to the rig manifolds should be colour coded as above.
The reasons for requiring a common colour coding are self evident.
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APPENDIX D BULK TRANSFER CHECKLISTS

Wet Bulk Transfer Check Lists
Pre start Check List - Port
Type and quantity of product to be transferred, confirmed
Allocate tanks to product
Confirm transfer rate and maximum allowable rate per product
Topping off procedure agreed
Emergency stop procedure agreed
Hose(s) confirmed as fit for purpose and of sufficient length
Hose(s) connected to correct coupling(s)
Vessel springs tensioned to limit ranging
Communications procedure established for transfer
Appropriate Pollution prevention equipment deployed as per OKIOC Hydro-Carbon Transfer

Procedures
Scuppers plugged if hydrocarbons to be transferred
All Hot Work Permits withdrawn if hydrocarbons to be transferred
Self-seal couplings to be used if fuel is to be transferred
Lines set ready for cargo transfer
Tank monitoring system proven
Watch established on manifold with suitable communications in place
Transfer Check List Port
Start transfer slowly until cargo confirmed as entering correct tank(s)
Volume checks conducted at regular intervals with receiver and provider
All personnel involved in transfer in regular contact
Adequate warning given of tank changeover
Rate reduced for topping off
Pre start Check List - Offshore
Type and quantity of product (s) to be transferred confirmed
Order of discharge confirmed, if more than one product
Emergency stop procedures agreed
Tank changeover and topping off procedure agreed
Confirm notice required to stop cargo
Confirm whether vessel or installation stop
Slings and lifting arrangement satisfactory
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Hose(s) visually inspected and found suitable
Hose(s) connected to correct coupling (s)
Communications procedure established and agreed for transfer
Appropriate pollution prevention equipment deployed as per SOPEP
Underdeck lighting adequate for task in hand
One person appointed to sight hose(s) and advise Master of position
Lines set ready for transfer
Crane driver and both installation and vessel deck crews close at hand.
Transfer Check List - Offshore
Start transfer slowly until cargo confirmed as entering correct tank(s)
If fuel to be transferred, line checked for leaks at start-up
Volume checks conducted at regular intervals with receiver
Cargo officer can see bulk hose(s) throughout
Adequate warning given of tank changeover etc
Hose(s) drained back to vessel by gravity only
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Dry Bulk Transfer Checklist
Pre start Check List - loading
No residue remaining from previous cargo and tank(s) dry
Tank air distribution slides are in good condition.
Tank access seals are in good condition
Type and quantity of product (s) to be loaded confirmed
Tank (s) allocated to product
Order of loading to be confirmed, if more than one product to be loaded
Proper vent line connected to vessel
Confirm loading rate and maximum allowable rate per product.
Notice required to stop agreed
Confirm whether cargo will be stopped by vessel or provider
Confirm tank(s) and lines are vented to atmospheric pressure
Confirm lines set for cargo
Hose(s) connected to correct coupling(s)
Hose(s) inspected and fit for purpose
Moorings tensioned sufficiently, particularly springs, to prevent ranging
Communications procedure established for transfer
Watch established on manifold with suitable communications in place
Loading Check List
Vessel settled in position and ready to receive hose(s)
Type and quantity of product (s) to be transferred confirmed
Good vent obtained on start up
Bulk hose(s) and vent checked throughout operation for blockages
Contact with loading personnel maintained throughout
Lines cleared back to vessel
System de-pressurized on completion, before disconnection
Pre start Check List Discharging
Appropriate tankage on vessel lined up ready for discharge
Notice required to stop agreed
Confirm whether cargo will be stopped by vessel or provider.
Hose lifting arrangement satisfactory
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Hose(s) visually inspected and found fit for purpose
System de-pressurized ready for hose(s)
Hose(s) connected to correct coupling (s)
Communications procedure established and agreed for transfer
Underdeck lighting adequate for task in hand
Vent line position(s) identified
Cargo officer appointed to watch hose(s) relative to vessel's stern
Crane driver and both installation and vessel deck crews close at hand
Discharging Check List
Good vent obtained from receiver before commencing discharge of cargo
Good watch maintained on hose(s) in case of blockage
Contact with receiver's personnel maintained throughout
Lines blown clear to receiver on completion of cargo
System de-pressurized before hose disconnection
Blank cap(s) fitted to hose end(s) before passing back to receiver.
Checklist for Support Vessel/installation Operations
1)
2)
Vessel
Weather conditions are suitable
All required propulsion, control, and back-up systems are operational
Master and crew are sufficiently rested
Deck crew are briefed and correctly dressed
Vessel's programme has been advised/agreed
Communications with the installation are working
Internal communications on vessel are working
Bulk transfer procedures have been agreed
Full details of cargo discussed/agreed
Notification has been given and received of any expected helicopter movements
Installation
The required working zone alongside is clear of other vessels
All non essential overside discharges in the working zone have been stopped
Standby vessel has been briefed on the operation
Installation personnel are sufficiently rested
Deck crew and crane driver are briefed
Weather limitations have been considered
Vessel's programme has been advised/agreed
Crane limitations have been advised to Master
Permission given to offload during diving operations
Bulk transfer procedures have been agreed
Full details of cargo discussed/agreed
Underwater/waterline obstructions which could cause a hazard to the vessel notified
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APPENDIX E BULK BARGE OPERATING PROCEDURES

GENERAL PRECAUTIONS
No entry to enclosed hold spaces on the barge will be allowed unless moored alongside a jetty or
rig and all procedures for Enclosed Space Entry (ESE) are conducted under a PTW.
During all or any working in the barge cargo spaces, a minimum of two persons shall be on board
No access to the barges shall be made during all towing periods except to reconnect tow if
necessary. In this eventy, the towing vessel shall make fast to the barge before embarking crew
members.
The provision of safe access to the barges while alongside the jetty in Bautino shall be the
responsibility of Base Operations and no access shall be granted until Base Operations are
satisfied that safe and proper access means are in place.
Basket transfer to the barges shall not normally be carried out in the hours of darkness except as
provided in the OKIOC Marine Manual, Part Two, Section 14.1.4. Barge movement should as far
as possible be planned to prevent any necessity for night transfer.
SECTION 1 - BULK BARGES

1.1
Bautino Base
Shallow Draft Tug (SDT) moors the barge alongside the jetty in accordance with Base procedure.
On completion, the SDT releases the tow and hands the barge to Base Operations.
Base Operations will provide cranage and personnel to remove tank hatches. Base Operations
will issue a PTW for ESE. Dresser Services Inc. (DSI) personnel will follow the procedures and
activities necessary for safe ESE to the Barge hold area.
DSI personnel will set up Barge systems to receive cargo and connect the pipelines provided by
OKIOC to the barge.
When all relevant checklists have been completed satisfactorily (as per Marine Manual Appendix
D and Base Operations Procedures for bulk transfer) cargo will be loaded.
On competion of loading, DSI will secure the cargo systems, Base Operations will repolace the
Hatch cover in conjuction with the tow master.
The Tow Master will complete a checklist to ensure Barge is in all respect fit for towing.
Towmaster will connect the tow, Base Operations will release mooring lines and tow commences
as per Wagenborg Towing Procedures.
1.2
Sea Passage
The SDT is responsible for the safe towing of the barge and routing, heavy weather procedures
etc. will be followed as per guidelines in this Marine Manual and Wagenborg Towing Procedures.
1.3
At the Installation
Vessel completes pre-entry checklists and gains permission to enter 500metre zone
SDT manouevers the barge alongside and vessel crew moor the barge to the piles. Tow master
pronounces it secure. Releases tow and stands-by or proceeds as rig directs.
DSI and Rig Personnel transferred to Barge deck by transfer basket. Basket transfer as per
Marine Manual, Part Two, Section 14. Rig crew and crane prepare and remove hatch. Rig
personnel transfer back to rig on completion.
Rig issues PTW to DSI and DSI personnel take all precautions for ESE per DSI procedures.
DSI prepare barge equipment for discharge/loading and connect hoses. When all relevant bulk
OKIOC Marine Manual
Page 63
OKIOC MARINE MANUAL

checklists are completed, cargo operations shall commence when all parties agree.
On completion of discharge/loading, DSI secure all equipment for sea transit or stand-by in field.
Rig personnel transfer to Barge and replace and secure the hatch covers. Return to rig via
basket transfer. (See General Precautions above)
Towmaster will inspect securing and complete pre-tow checklist.
Vessel connects tow, crew unmoor the barge and tow commences.
2.
CUTTINGS BARGE OPERATIONS

All procedures for towing are as described for Bulk Barge Operations.
2.1
At the Installation
The Barge is placed alongside and moorings positioned by the SDT crew in such a way that the
barge can be moved for loading purpose without the need for SDT intervention.
Rig personnel are transferred to the barge by basket transfer and all hatches removed to the rig
for storage (The hatches may be left on the barge subject to trim calculations to ensure even keel
when replaced) Rig personnel ensure positioning of barge and cutting discharge point are
correctly aligned.
Loading of the cuttings will require all compartments to be equally loaded to maintain an even keel
and avoid longitudinal stresses caused by point load stresses. Wagenborg/OKIOC to produce a
loading sequence and procedure.
The rig Marine Controller will monitor and control the loading sequence. The Marine Controller
may request the SDT to verify draft and trim readings at periods specified by him.
The SDT Master may request loading operations to be suspended if at any time he feels that the
trim and draft of the barge caused by bad stowage may compromise safe towing arrangements.
In any event, the maximum draft of the barge at either end shall not exceed 3.2 m. The Barge
shall not be loaded beyond its assigned Loadline marks.
On completion of loading, rig personnel shall replace the hatches and towmaster will inspect
these and complete the pre-tow checklist.
2.2
In Bautino
Barge is moored alongside the quay using Base Operations Personnel to take moorings on
quayside.
Tow is disconnected and SDT dismissed
Base operations personnel remove hatches taking all relevant and prescribed procedures for H2S
contamination. When confirmed that H2S is not present, DSI personnel will commence discharge
of the cuttings and transfer to the cuttings holding and treatment area under DSI procedures.
H2S monitoring will be conducted throughout the discharge.
On completion of discharge, Base Operations staff will replace hatches and prepare barge for sea
going. SDT Tow Master will conduct pre-tow checklist prepare for towing.
3. BARGE MOORING ALOGNSIDE RIG

NOTE: The following Parker Drilling Company operating procedure has been adopted in the
OKIOC Marine Manual, for barge mooring operation alongside the Drilling Rig SANKAR.
OKIOC Marine Manual
Page 64
Attachment 30 Section 3 of Appendix E OKIOC Marine Manual
Parker Drilling Company International Ltd.
Rig 257 North Caspian Sea Project

Operating Procedure
BARGE MOORING ALONG SIDE RIG
Number : PR-0008 rev 3
Revised: December 28, 2000
PURPOSE
This procedure addresses the use of barges when moored against piles at Rig 257.
RESPONSIBILITIES
OIM will control movement of barges and vessels with in the 500-meter zone.
The OIM will coordinate marine activities with the WagKaz vessel Captain. This includes decisions
to move barges due to weather and any other decision that affects the Parker Drilling Company HSE
Safety Case or the safety of the men on rig 257.
The OIM will require that a safety analysis be performed for any hazardous work on the barges
performed by rig personnel. Hazardous work includes movement of hatches, welding, or other
activities that could cause injury or damage to people, equipment or environment.
The OIM is responsible to ensure that all Rig 257 personnel movements to the barges require a
permit to work.
The WagKaz vessel Captain is responsible for the safety of his vessel and personnel while moored
next to the rig or while working on the barges.
The WagKaz vessel Captain is responsible for the mooring of barges to piles and for all towing
activities. He will advise the OIM that mooring cannot be performed in a safe manner due to current
conditions.
The WagKaz vessel Captain will advise the OIM that mooring facilities (lines, fenders) are
becoming worn and will need replacement in the near future.
The WagKaz vessel Captain is responsible for accepting any barge that is to be towed.
The WagKaz Vessel Captain duty is to monitor the barge along side the
piles, for a safe station keeping, to control the mooring lines, and advise
the OIM of any discrepancy related to the barge status.
Page 1 of 4

The WagKaz Vessel Captain duty is to monitor the weather conditions/forecast, and advise the OIM,
of any/expected hazardous situation; on keeping the barge along side the piles.
In the event of any/unexpected hazardous situations and the OIM cannot be contacted the WagKaz
Vessel Captain will then contact the Okioc Drilling Supervisor.
Cuttings transfer is handled through the rig Auger system to the cuttings barges and is the
responsibility of rig personnel. Rig personnel will endeavor to load barges as evenly as possible and
will require the WagKaz vessel Captain to move barge from time to time to achieve even loading.
GENERAL RULES
The OIM will notify the WagKaz Vessel Captain, about the mooring plan of the barge, indicating the
tentative time of the operation.
Before entering the 500-meter zone the WagKaz Vessel Captain will contact the OIM and inform
him of plans to bring a barge to the rig and estimated arrival time.
Communication among the parties has to be maintained, on regular basis, during the period the barge
is alongside the piles, especially during marginal weather conditions, and during the night-time.
The barge/s have to be kept alongside the piles or fenders, strictly for the time to perform loading
/offloading operations. Prolonged and useless, standing-by of the barge alongside the piles has to be
avoided.
During emergency conditions the OIM will inform the WagKaz Vessel Captain to standby until the
emergency is over.
All work on the barges including hydrocarbon transfers will be performed under a Parker Permit To
Work system. Works carried out including ballasting of the barge not specific to transfer of cuttings
from the drilling barge, to be actioned by WagKaz personnel, such works excluding hydrocarbon
night transfers to be carried out in so far as feasible at any time conditional to weather and existing
operations.
Wagenborg Kazakhstan will be responsible for the safe operation of the Ice Class Barge, including
cargo handling/securing, ballasting and handling the hatches of the cuttings holds.
All entry to below deck areas of the barges will be performed under a rig PTW. The below deck
areas are classified as confined spaces. All personnel going below deck must be trained in confined
space entry practices. Ice Class Barge weather shelter and pump room may be excluded from
confined entry PTW.
No modifications to the barges will be permitted with out approval of the OKIOC.
SAFETY PROCESSES WINTER ICE

Barges may only be used in ice conditions within the limitations (Ice Class of the barge) set by Class.
Page 2 of 4
In moving ice, not only the Ice Class Barge be taken in to account, but also the forces on the
moorings and the possibility to reduce this by ice management.
SAFETY PROCESSES
The OIM, with input from the Vessel Captain, and the deck foreman, is responsible to decide
whether weather conditions are appropriate for crew working on the barge. It is currently estimated
that wind danger may be reached between 15 and 20-knot winds. The danger wind speed can be
higher based on circumstances such as the barge(s) is located on the leeward side of the rig and is not
seriously being affected by the wind.
When weather conditions are marginal and may not allow the safe handling of the barges the
WagKas Vessel Captain will advise the OIM the operation need to seize.
When the wind speeds on the windward side of the Rig reaches 20 knots, and the forecast is for
higher wind speeds, hatches on exposed barges are to be closed and the barge is moved to the lee
side of the Rig or anchored.
No personnel shall be allowed to transfer to or work on cargo barges on the windward side of the Rig
when the wind exceeds 25 knots.
Hatch removal and replacement by the rig crews must be covered by a Permit to Work and a JSA.
PPE (Immersion suits) to be specified if seawater temperature is less than 10 degrees Celsius.
Personnel moving to and from barge, IBSV and SDT must wear a personal flotation device (PFD) a
at all times
The Vessel Captain will inspect the hatches to ensure they are safely secured before the barge may
be moved from the rig piles.
The WagKaz IBSV captain, when requested by the OIM, should position his vessel to provide a
sheltered lee to shelter the barge from sea movement, providing that it is safe so to do.
ICBs will be fitted with an Emergency Shutdown connection. When alongside, the IBC will
connect to the rig ESD system. In the event of ESD activation the ICB generator will automatically
shut down.
SAFETY PROCESSES MOVEMENT OF PERSONNEL
All access to the barge(s) by rig personnel must be performed under a permit to work and be subject
to a Pre-Job Meeting.
All personnel moving to a barge or IBSV or SDT must take their muster card and place it in a special
rack in the muster area to indicate they are not on the rig.
Page 3 of 4
Either an SDT or an IBSV must be in attendance when personnel are working on or in a barge.
All personnel must take a BA set with them when moving to a barge except with permission from the
Rig Superintendent. The BA sets must be kept in an accessible place in case the emergency alarm
sounds.
If an alarm sounds, the personnel should move to the SDT/IBSV docked with the barge. The
SDT/IBSV should then proceed up wind and inform the OIM that the personnel from the barge are
on his vessel.
All personnel moving from an IBSV or SDTs to the Rig 257 must take their muster card and place in
the rack in the assigned muster area. They must remove the their muster card when they return to the
IBSV.
All personnel moving to and from barge, IBSV and SDT must wear a personal flotation device
(PFD) at all times and an Immersion suit if sea temperature is lower than 10 degrees Celsius.
Personnel working on the barges must wear a PFD at all times and an Immersion suits if sea
temperature is lower than 10 degrees Celsius.
OIM PROCEDURE MANAUAL

A copy of this procedure should be placed in the OIM Procedures Manual. The procedure should be
given to the WagKaz vessel Captain and reviewed for interfaces. The procedure should be discussed
with all rig crews during the weekly safety meetings. Fill out a training form for the review meetings.
Page 4 of 4
OKIOC MARINE MANUAL

APPENDIX F HYDROCARBON TRANSFER PROCEDURE
APPENDIX F - HYDROCARBON TRANSFER OPERATIONS

The following procedure provides the minimum acceptable requirement for any oil and chemical
transfer operations. In all instances the key to a safe and environmentally acceptable operation is
awareness and attentiveness. Provided the following procedure is adhered to the risks of oil and
chemical spillage are eliminated to all except inadvertent hose or pipeline failure.
1.
Hoses and Piping

All hydrocarbon transfer hoses shall be fitted with non-return couplings (see Appendix C Bulk
connections and color codes)
All hard piping shall be fitted with a valve close to the pipe end coupling.
Hoses used for hydrocarbon transfer shall be stored without sharp bends or kinking.
Hoses shall be thoroughly inspected prior to any transfer operations. The inspection shall look for:
Evidence that pipe has been kinked or crushed
Any deterioration in the hose wall
Signs of chafing
Signs of stretching
Couplings are not deformed and non-return valve is seating correctly.
If in any doubt, the hose is not to be used.
When stringing hoses for transfer, care must be taken to ensure the straightest run possible. The
hoses should be supported and guided where necessary to eliminate any possibility of kinking or
twisting.
Sufficient hose shall be used so that any inadvertent movement between the two vessels will not
result in strain on the hose.
2.
Transfer Parameters
HYDROCARBON TRANSFER DURING DARKNESS HOURS, SHALL BE UNDERTAKEN,
ONLY IN THE CASE OF REAL URGENCY, AND AFTER THE EXPRESS PERMISSION OF
THE RELEVANT RESPONSIBLE PERSONS: OIM, OKIOC REPRESENTATIVE, MASTER OF
THE VESSEL, AFTER A CAREFULLY EVALUATION OF THE FOLLOWING POINTS:
WEATHER CONDITION, AREA OF OPERATION WITH SUFFICIENT LIGHT, BRIEFING OF
THE PERSONNEL INVOLVED IN THE OPERATION. DURING THE OPERATION ALL
PERSONNEL INVOLVED HAS TO BE IN RADIO CONTACT. IT WILL BE CARE OF THE
VESSELCREW (AND THE INSTALLATION CREW IN CASE OF VESSEL-INSTALLATION
TRANSFER) TO CONTROLL THE DISCHARGING HOSE.
THE OPERATION WILL BE REPORTED IN DRILLING REPORT, AND ON THE VESSEL
LOGBOOK AS A NO ROUTINE OPERATION.
IN BAUTINO BASE THE OPERATION CAN TAKE PLACE AFTER THE EXPRSS PERMISSION
OF THE RELEVANT RESPONSIBLE PERSONS: BASE MANAGER, MASTER OF THE
VESSEL, CONTRACTOR MARINE SUPERVISOR.
ALL OTHER CARGO OPERATION ON THE SAME VESSEL OR BARGE MUST BE CEASED
WHEN TRANSFERING HYDROCORBONS
SAME PARAMETERS OF WEATHER CONDITIONS AND VISIBILITY WILL APPLY.
Transfers shall not generally take place in wind velocity above the operating weather parameters
as described in Marine Manual. Transfers shall not take place during electrical storms.
Transfers shall not take place where wave heights exceed 1 metre significant.
OKIOC Marine Manual
Page 65
OKIOC MARINE MANUAL

APPENDIX F HYDROCARBON TRANSFER PROCEDURE
3.
Transfer Operations
All lines and connections must be checked for integrity
Lines to tanks and pump-rooms on vessels and rig must be set and checked by a competent
authority
Watchkeeper posted at each manifold with assured communications between them.
All valves must be checked and open. Any crossover valves to sea lines to be checked closed
and locked out. Vacuum Relief valves to be checked closed.
Fire extinguishers placed at manifolds and fire hoses rigged for immediate use.
Anti-Pollution equipment is in place See (4) below
Pumps shall not be started until the receiving vessel or rig confirms that lines are set and valves
open.
Pumps must be started at slow speed until system integrity is assured.
Line pressure must not exceed 75% of the rated safe working pressure of the hose.
Tanks must not be filled beyond 95% capacity
Tanks being filled must be kept under close observation at all times and pumps slowed at least 10
minutes before completion or tank changeover.
Pumps must be stopped and hoses drained by lifting above the manifold height before closing
valves. Vacuum relief valves should be opened and immediately closed after draining is
completed.
4.
Pollution Control
The transfer operation must stop immediately should a leak be observed in any part of the pipe
and hose system and the leak repaired before resumption of transfer operations.
Sorbent material must be placed close to manifold connections and drip-trays placed underneath
connections prior to start. Drain plugs on fitted drip-trays must be checked and closed.
A doubled length of sorbent boom shall be placed a minimum of 5 metres either side of the point
of transfer between the vessels, vessel and rig or vessel and jetty to prevent any small spillage
from reaching open water. (The sorbent will absorb up to 20 times its own weight)
Additional sorbent boom should be placed ready for immediate deployment down-wind of the
hoses between the vessels, vessel and rig or vessel and jetty, vessel and storage barge as
appropriate.
In Bautino Harbour, secondary boom fence boom and a skimming unit should be ready for
immediate deployment.
On Rig 257 the rope-mope skimming recovery unit shall be placed on board the transfer vessel
and made ready for immediate deployment.
N.B. Uncontaminated sorbent may be recovered and stored for re-use afterwards. Oil
contaminated sorbent should be treated as hazardous waste and disposed of accordingly.
5.
Oil Spill Contingency Planning.

The OKIOC Oil Spill Contingency Plan describes the notifications required and the processes for
initiating and conducting a response to an oil spill for all OKIOC operating areas.
In general:
All oil spills which result in escape of oil to the sea must be reported as soon as possible after the
event to the Base Manager (Bautino Base) or OIM(offshore) and OKOIC Representative on site.
(See Oil Spill Contingency Plan Volume 1 Section 3 Notifications and Call-Out) The OKIOC
Representative will conduct all further notifications and will, at his discretion initiate oil spill
response measures.
Copies of the Oil Spill Contingency Plan are carried on all vessels and all personnel with defined
responsibilities in this plan should be familiar with this Plan in all aspects.
OKIOC Marine Manual
Page 66

0973r04 OKIOC Marine Manual

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OKIOC Marine Manual

Document No. 973

OKIOC Marine Manual

Base Management M. Savorini / J.Cornec

Marine Advisor M.Salvorini

Heads of Drilling - J.Foulkes / J.Normand

Revision / Reproduction record

Reason for issue or reproduction

Site / Position holder

Document distribution list

OKIOC Marine Manual

Copy No. Site / Position Holder

Bautino Base Manager

OKIOC MARINE MANUAL

RECORD OF READING AND UNDERSTANDING

Per Distribution List

Per Distribution List

Per Distribution List

Document No. 973 Rev.4

OKIOC MARINE MANUAL

OKIOC HSE Practices ....................................................................................................................................... 4

MARINE PLANT CONTRACTING PROCESS ..........................................................................................5

SECTION 3.0 - DEFINITIONS, TITLES AND RESPONSIBILITIES..................................................................7

Drilling Barge .................................................................................................................................................... 9

SECTION 4.0 - OKIOC LIAISON ..........................................................................................................................10

Document No. 973 Rev.4

OKIOC MARINE MANUAL

Basket Transfer Operations.....................................................................................................................18

Personnel transfer by Boat ......................................................................................................................19

15.0 DUMPING AT SEA....................................................................................................................................20

OKIOC MARINE MANUAL

MOORINGS AND GANGWAY ................................................................................................................25

GUIDELINES SPEED ....................................................................................................................................30

SECTION 3 - AT THE INSTALLATION..............................................................................................................32

INSIDE THE 500 METRE ZONE ..............................................................................................................32

SECTION 4 ANCHOR HANDLING OPERATIONS.........................................................................................36

OKIOC MARINE MANUAL

DANGEROUS GOODS ..............................................................................................................................45

PART FOUR STANDBY VESSELS.....................................................................................................................47

SECTION 3 - MAJOR ABANDONMENT .............................................................................................................50

GENERAL ARRANGEMENTS ..........................................................................................................................50

PART FIVE FIELD INFORMATION .................................................................................................................52

PRE-ENTRY CHECKLIST 500 Metre Zone ........................................................................................53

Document No. 973 Rev.4

OKIOC MARINE MANUAL

INSTALLATION APPROACH AND SETTING UP LEVEL.....................................................................53

PRE-ENTRY CHECKLIST .....................................................................................................56

APPENDIX B - PLATFORM ORIENTATION AND CRANES ..........................................................................57

Pre start Check List - Offshore............................................................................................................................59

Dry Bulk Transfer Checklist ................................................................................................................................61

Checklist for Support Vessel/installation Operations..........................................................................................62

APPENDIX E BULK BARGE OPERATING PROCEDURES .........................................................................63

Hoses and Piping.........................................................................................................................................65

Document No. 973 Rev.4

OKIOC MARINE MANUAL

An Instruction requires mandatory compliance. It may be based on current legislation,

DEVIATION FROM A GUIDELINE

Document No. 973 Rev.4

OKIOC Marine Manual

OKIOC MARINE MANUAL

Enclosed Space Entry

Emergency Response Center

Expected Time of Arrival/Departure

Failure Mode and Effects Analysis