Guidelines On The Marine Assessment of F P SOs Assessment Criteria and Questionnaire

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

assessment of F(P)SOs
Assessment Criteria and Questionnaire
(First Edition 2016)
Issued by the
Oil Companies International Marine Forum
29 Queen Annes Gate
London SW1H 9BU
England
Telephone: +44 (0)20 7654 1200
Fax: +44 (0)20 7654 1205
Email enquiries@ocimf.com
www.ocimf.com
Oil Companies International Marine Forum
The Oil Companies International Marine Forum (OCIMF)

is a voluntary association of oil companies having an interest in the shipment and
terminalling of crude oil and oil products. OCIMF is organised to represent its member-
ship before, and consult with, the International Maritime Organization (IMO) and other
government bodies on matters relating to the shipment and terminalling of crude oil
and oil products, including marine pollution and safety.
Terms of Use
While the advice given in this briefing paper (Paper) has been developed using the
best information currently available, it is intended purely as guidance to be used at
the users own risk. No responsibility is accepted by the Oil Companies International
Marine Forum (OCIMF), the membership of OCIMF or by any person, firm, corporation
or organization (who or which has been in any way concerned with the furnishing of in-
formation or data, the compilation or any translation, publishing, supply or sale of the
Paper) for the accuracy of any information or advice given in the Paper or any omission
from the Paper or for any consequence whatsoever resulting directly or indirectly from
compliance with, or adoption of or reliance on guidance contained in the Paper even if
caused by a failure to exercise reasonable care.
CONTENTS
Abbreviations 5
Introduction 6
Using the assessment questionnaire 7
1 Regulatory compliance 9
1.1 Certification 9
1.2 Compliance 11
1.3 Management system 13
1.4 F(P)SO information and port regulations 15
1.5 Documentation 17

2 Crew and contractor management 19
2.1 General 19
2.2 Qualification and training of personnel 21

3 Navigation equipment 23
3.1 Navigation equipment 23
4 Safety and security management 25

4.1 Management of change 25
4.2 Safety programme 27
4.3 Emergency response plan 28
4.4 Emergency evacuation 30
4.5 Risk management 32
4.6 Water depth surveys 35
4.7 Security 36
4.8 Control of work emergency shutdown of cargo transfer operations 38
4.9 Environmental limits 40
4.10 F(P)SO/offtake tanker safety operational agreement 42
4.11 F(P)SO/offtake tanker safety checklist 44
4.12 F(P)SO/offtake tanker cargo operations checklist 46
4.13 Personnel transfer 47
4.14 Lifesaving appliances and first aid/medical equipment 50
4.15 Fire protection 52
4.16 Occupational health 54

5 Electrical equipment 57
5.1 General 57
5.2 Portable electrical and electronic equipment 58
5.3 Lighting 60
6 Pollution prevention and environmental management 61

6.1 Pollution prevention emergency isolation of cargo transfer 61
6.2 Cargo drainage and containment 62
6.3 Oil and chemical spill response plan 64
6.4 Protection of the environment from pollution and emissions 66

7 Structural condition 68
7.1 General structural surveys 68
7.2 Maintenance, inspection and testing programme 70

8 Operations 72
8.1 Offtake tanker compatibility criteria 72
8.2 Tanker vetting verification 74
8.3 Pilotage 76
8.4 Cargo transfer equipment 78
8.5 Tugs and support craft 80
8.6 Lifting equipment 82
8.7 Single point mooring operations 84

9 Offtake tanker mooring 86
9.1 Mooring 86
9.2 Fendering 88

10 Communications 90
10.1 Operational communications 90
10.2 Pre-arrival communications 92

11 Navigation, propulsion and active heading control 93
11.1 Dynamic positioning and active heading control 93
11.2 Navigation and propulsion on dis-connectable F(P)SOs 95

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

13 Helicopter operations 98
13.1 Helicopter operations 98

14 DP operations 99
14.1 DP offtake tankers 99

Appendices
A F(P)SO information 101
B Example scorecard 106
C Example record of opening meeting 108
D Example record of closing meeting 109
Abbreviations
CCTV Closed Circuit Television

COW Crude Oil Washing
DP Dynamic Positioning
ESD Emergency Shutdown
ETA Estimated Time of Arrival
F(P)SO Floating (Production) Storage and Offloading
FMECA Failure Mode Effects and Criticality Analysis
GMPHOM Guide to Manufacturing and Purchasing Hoses for Offshore Moorings
HAZID Hazard Identification Study
HAZOP Hazard and Operability Study
HLO Helicopter Landing Officer
HSE Health Safety & Environment
HSSE Health Safety Security & Environment
HUET Helicopter Underwater Evacuation Training Course
ICS International Chamber of Shipping
IMO International Maritime Organisation
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISM International Safety Management
ISPS International Ship and Port Facility Security
JHA Job Hazard Analysis
JSA Job Safety Analysis
KPI Key Performance Indicator
LPG Liquid Petroleum Gas
MBC Marine Breakaway Coupling
MLC Maritime Labour Convention
MOC Management of Change
MODU Mobile Drilling Unit
MSDS Material Safety Data Sheet
NORMS Naturally Occurring Radioactive Material
OCIMF Oil Companies International Marine Forum
OIM Offshore Installation Manager
OVID Offshore Vessel Inspection Database
PPE Personal Protective Equipment
P/V Pressure/Vacuum
QCDC Quick Connect/Disconnect Coupling
SIGTTO Society of International Gas Tanker & Terminal Operators Ltd
SOLAS Safety of Life at Sea
SPM Single Point Mooring
STCW Standards of Training, Certification and Watchkeeping
SWL Safe Working Load
UNCLOS United Nations Convention of Life at Sea
Introduction
The Guidelines on the Marine Assessment of F(P)SOs (Guidelines) have been published
by the Oil Companies International Marine Forum (OCIMF) to encourage the uniform
assessment of safe marine operations and marine operations related environmental
protection at floating (production) storage and offloading (F(P)SO) installations that
export product using offtake tankers. This document has been produced recognising
that established marine operational requirements for F(P)SOs exporting via offtake
tankers are not readily available in a consolidated format.
This document is targeted at providing a robust method for assessing the marine
aspects of F(P)SO operations against recognised industry best practice and is designed
to be a supplement to other internal assessments conducted by a companys internal
auditing and therefore does not address aspects such as production management,
safe systems of work, etc.
This document is intended to encompass only the marine systems and marine
operations on the F(P)SO, including management systems and operations on offtake
tankers critical to the F(P)SO/offtake tanker interface. Areas that have been excluded
include the following (as they are assessed by other responsible parties i.e. Civil
Aviation regulations):
Helidecks/equipment.
Topside equipment/procedures.
F(P)SO moorings.
The assessment questions provide a means to evaluate the level of F(P)SO compliance
with the guidance. However, it should be recognised that this marine assessment
document can only provide a basic framework. Each F(P)SO assessment will require
individual interpretations that should be objective and supported by the experience
and judgment of the assessors. The scope includes marine interfaces and relationships,
such as those with pilots, support craft operators and local authorities.
The Guidelines are comprised of guidance on using this document and on carrying out
the assessment; the assessment questionnaire and accompanying questions, which
are grouped into 14 sections; four appendices.
The appendices provide examples of documentation that may be used to support the
assessment process. Appendix A includes a form that may be used by the F(P)SO to
provide information on its marine activities. This information should be forwarded to
the assessor in good time before their assessment visit. Appendix B includes an example
scorecard that provides a concise summary of the assessment results and findings,
together with the F(P)SOs response. Appendices C and D are examples of templates used
to prepare for opening and closing meetings with the F(P)SOs management.
The Guidelines are intended to complement the information and advice contained in
the International Safety Guide for Oil Tankers and Terminals (ISGOTT), which remains
the prime source of technical guidance on tanker and F(P)SO operations. Guidelines
and codes of practice published by OCIMF, and organisations such as Oil and Gas UK,
provide further recommendations on F(P)SO operations.
It should also be borne in mind that F(P)SOs usually operate under the National
regulations of a single state which may vary from state to state.
This first draft of the Guidelines on the marine assessment of F(P)SOs was
produced at the request of the members, is submitted for use and for testing
by the OCIMF membership.
Please send any comments and suggestions for inclusion in the second edition
to Publications@ocimf.org by December 2016.
Using the assessment questionnaire

Structure of the assessment questionnaire
The assessment questionnaire contains question topics that address the full range of
marine activities associated with floating (production) storage and offloading (F(P)SO)
export operations. The topics are grouped under the following categories:
1 Regulatory compliance.
2 Crew and contractor management.
3 Navigation equipment.
4 Safety and security management.
5 Electrical equipment.
6 Pollution prevention and environmental management.
7 Structural condition.
8 Operations.
9 Offtake tanker mooring.
10 Communications.
11 Navigation, propulsion and active heading control.
12 Operations in ice.
13 Helicopter operations.
14 Dynamic Positioning operations.
A summary of the general aims of the management process or operational activity is
given for each topic. Guidance is provided to assist assessors in making a judgment on
the F(P)SOs compliance with the stated objectives of the question set.
Guidelines for assessment

F(P)SO assessments should be made by experienced individuals who are accompanied
by at least one representative of the F(P)SO. The scope of the assessment is centred on
marine activities and it is therefore necessary for the assessor to be experienced in this
field, having either:
Sea-going and F(P)SO experience in a senior rank; or
Supervisory/management experience at an offshore marine facility.
The assessor should organise the assessment and finalise the report to be presented to
F(P)SO offshore management team.
The scope of the assessment should encompass the:
Interface between F(P)SO and offtake tankers.
Internal interfaces with the F(P)SO, because they affect the integrity of export
operations.
Systems and operations on the F(P)SO.
Relevant marine interfaces, including pilots, support vessel operators and local
regulatory authorities.
Pre-assessment activities
Assessment personnel should familiarise themselves with all available information and
data about the F(P)SO before the visit. Appendix A contains a pro forma that may be
used by F(P)SO personnel to provide information to assessors before their arrival.
To assist the F(P)SO to prepare for the assessment, a copy of the assessment guidelines
should be provided to the F(P)SO management so that they have a clear understanding
of the assessment process and a clear idea of what to expect.
Conducting the assessment

So that that the assessor can observe all aspects of normal transfer operations, the
assessment should take place during an export activity if possible. The assessment
should include the observation of these operations, interviews with personnel,
inspection of facilities, a review of procedures and manuals and the sighting of records.
The assessment should begin with an opening meeting to brief the F(P)SOs
management and operating supervisors on the process, and to agree the programme
for the visit. Appendix C provides a template that may be used to prepare for this
meeting. A similar template is included in appendix D to assist with preparing for the
closing meeting.
The assessment process follows the opening meeting. The questions included in
the assessment questionnaire are intended to facilitate this process and provide a
systematic approach to the assessment. Observations should be made in sufficient
detail to permit sound judgments and to allow for a proper assessment.
Reporting
The assessment should conclude with a meeting with the local management and
operating supervisors to review the primary findings and recommendations before
developing the report. F(P)SO managers should have the opportunity to comment on
observations and findings before the report is published.
A full report of the assessment, including observations, findings and
recommendations, should be prepared for the guidance and consideration of the
offshore F(P)SO management team and onshore management team. The report,
prepared on the basis of these discussions, should be written as soon as possible after
completion of the assessment.
Assessment questionnaire
1. Regulatory compliance
1.1 Certification
Relevant documents and certificates should be provided to the assessment team by
the terminal and may include:
Applicable Date of
Certificate to F(P)SO expiry Certification guidance
type Y/N DD-MM-YYYY
Registry / Load Line / Tonnage Certificates

Certificate of Registry
International Load Line Certificate /

Exemption
International Tonnage Certificate
Certificate of Class
Safety Certificates
Cargo Ship Safety Construction
Certificate
Cargo Ship Safety Equipment

Certificate
Cargo Ship Safety Radio Certificate
Radio Licence Certificate
Cargo Ship Safety Radio Exemption

Certificate
Maritime Labour Convention

Certificate DMLC-I & DMLC-II
Marpol Certificates
International Oil Pollution
Prevention Certificate
International Air Pollution

International Sewage Pollution

International Prevention of
Pollution by Garbage
International Pollution Prevention

Certificate for the Carriage of
Noxious Liquid Substances in Bulk
(INLS Certificate)
International Anti Fouling System

(IAFS) Certificate or Statement of
Compliance
Civil Liability for Oil Pollution

Damage Certificate (CLC-O)
Applicable Date of
type Y/N DD-MM-YYYY
Civil Liability for Bunker Oil

Pollution Damage (CLC-B)
Ship Sanitation Control Certificate

or Ship Sanitation Control
Exemption Certificate (DERAT)
ISM Certificates
Safety Management Certificate
Document of Compliance (copy)
Minimum Safe Manning Certificate /

Document
Security Certificates
International Ship Security
Certificate
Continuous Synopsis Record(s)
Ship Security Alert System Certificate
Ship Security Plan (not for examination

content secure to F(P)SO)
Miscelaneous Certificates
GMDSS Shore Maintenance Agreement
Register of Ships Lifting Appliances
Damage control booklets
Cargo securing manual
Intact stability booklet
Offshore Support Vessel Certificate

of Fitness (for hazardous and
noxious liquids); or
Document of Compliance with the

special requirements for ships
carrying dangerous goods
Dangerous goods manifest or

stowage plan
Garbage management plan and

garbage record book
Diving Systems Safety Certificate
Dynamically Supported Craft

Construction and Equipment
Certificate
Applicable Date of
type Y/N DD-MM-YYYY
Oil Record Book (PART 1 & 2)
Helideck Certification
Ship Emergency Response Service

(SERS) OR Rapid Response Damage
Assessment (RRDA)
Stability Program Installation Test

Certificate
Compass Adjustment/Deviation
Curve
Loading Computer Certification
Emergency Towing Apparatus

Certificate
Medical Locker Certificate

(Health Regulations)
Noise Survey Report
Cabotage
Ballast Water Management Plan
P&I
H&M Insurance certificate
Employer liability insurance
Locally Applicable Additional Certificates

Shipboard Oil Pollution
Emergency Plan
Shipboard Marine Pollution

Emergency Plan
1.2 Compliance
Every F(P)SO should comply with applicable international, national, and local
regulations and with company policies and procedures.
QUESTIONS Y N N/A
Does the F(P)SO have a management system in place that is able to demonstrate
1.2.1
and document proof of compliance with regulatory requirements?
Does the F(P)SO have a person responsible for ensuring compliance with
1.2.2
applicable legislation and regulations?
Where a self-regulatory regime (e.g. Safety Case) is required, does the F(P)SO
1.2.3
meet the intent of the applicable code and the guidelines for its implementation?
Is there a designated person within the company who is responsible for
1.2.4
maintaining the ISM certification and updating procedures?
Does the F(P)SO have a management system in place that is able to demonstrate
1.2.5
and document proof of compliance with company policies and procedures?
Do all F(P)SO staff members have access to the management system
1.2.6
documentation?
Does the F(P)SO have a person responsible for ensuring compliance with
1.2.7
company policy and procedures?
Comments
Comments continued
Guidance
Where a self-regulatory regime exists (e.g. Safety Case), F(P)SOs should meet the spirit
and intent of the applicable code and the guidelines for its implementation.
F(P)SO management should provide a healthy and safe working environment and
ensure that all operations are conducted with minimum impact on the environment,
while complying with the regulatory system in force and recognised industry codes of
practice.
F(P)SOs should maintain current copies of regulations and guidelines applicable to
their operations. (See also 2.5 Documentation.)
F(P)SOs should seek assurance that vessels visiting their berths comply with applicable
international, national, and local marine regulations. (See also 8.2 Vessel Vetting
Verification.)
F(P)SOs should have a management system in place that is able to demonstrate and
document proof of compliance with regulatory requirements and company policies
and procedures. F(P)SO management should designate a person to be responsible for
ensuring compliance with the regulations and the company policies and procedures.
1.3 Management System

Every F(P)SO should have a written, comprehensive and up-to-date Management System.
Questions Y N N/A
Is the Management System available to all personnel in the accepted working
1.3.1
language?
1.3.2 Are the roles and responsibilities of the F(P)SO operating personnel clearly defined?
Is there a documented management of change process for handling temporary

1.3.3 deviations and permanent changes to the Management System, including
defining the level of approval required?
1.3.4 Does the Management System cover the topics in accordance with the guidance?
Comments
Comments continued
Guidance
F(P)SOs should have a written, comprehensive and up-to-date Management System.
The Management System is a working document and should include procedures,
practices, and drawings relevant to the specific F(P)SO. The system should be available
to all appropriate personnel in the accepted working language.
The Management System should include, but not be limited to, the:
Cargo transfer equipment procedures.
Loading and discharge procedures.
Control and shutdown procedures.
Fire and emergency procedures.
Gauging and sampling procedures.
Environmental protection procedures.
Exposure to toxic vapours (e.g., hydrogen sulphide (H2S), carbon dioxide (CO2),
benzene, toluene, ethylbenzene, and xylenes (BTex)) procedures.
Exposure to Naturally Occurring Radioactive Material (NORM) and Mercury levels in
Crude.
Offtake tanker acceptance criteria.
Operating environmental limits.
Mooring guidelines.
F(P)SO plan layout drawings.
Plans of fire-fighting systems.
1.4 F(P)SO information and port regulations

Every F(P)SO should provide offtake tankers with information on all pertinent local
regulations and F(P)SO safety requirements applicable to the safe management of the
offtake tanker/F(P)SO interface.
Questions Y N N/A
Does the F(P)SO provide offtake tankers with information on all pertinent local
1.4.1 regulations and F(P)SO safety requirements applicable to the safe management
of the offtake tanker/F(P)SO interface?
Is the information in English or in the F(P)SOs accepted working language, and
1.4.2
understood by operating personnel on the offtake tanker?
1.4.3 Is the exchange of information formalised?
1.4.4 Does the information cover the topics as detailed in the guidance?
Is the F(P)SO information presented in a concise and logical sequence and laid
1.4.5
out in the order that events take place?
Is there a documented management of change process for handling temporary
1.4.6 deviations and permanent changes to the marine F(P)SOs procedures, including
defining the level of approval required?
Comments
Guidance
F(P)SOs should provide offtake tankers with information on all pertinent local
regulations and facility safety requirements applicable to the safe management of the
offtake tanker/F(P)SO interface.
The information should be provided in English and the F(P)SOs accepted working
language, provided that operational personnel on the tanker understand this language.
The process of passing information to the offtake tanker and exchanging information
with the vessel should be formalised. The F(P)SO and the offtake tanker should
acknowledge the exchange of this information with signed receipts.
Information provided should include, but not be limited to, the following:
F(P)SO and pre-arrival information:
Pre-arrival information required for the F(P)SO and offtake tanker.
Depths and maximum tanker drafts and dimensions.
Offtake tanker displacement and dimensional limitations for the F(P)SO.
Mooring arrangements and requirements, with diagrams.
Tugs and tug requirements, including any special towing arrangements.
F(P)SO and exclusion zones.
Operational information:
Requirements for safe operations e.g. environmental limitations, personnel
requirements, personnel transfer.
Communications: primary, secondary, and any emergency means of communication, VHF
channels, installation telephone extension numbers, local emergency contact numbers.
Organisation and terminal management.
Pre-transfer procedures, including F(P)SO/offtake tanker safety checklist and safety letter.
F(P)SO access arrangements and requirements.
F(P)SO smoking regulations.
Health and environmental hazards associated with the cargoes handled.
Cargo transfer equipment connection details, including diagrams where applicable
(e.g. SPM hose arrangements).
Vapour return connection details, if applicable.
Cargo transfer procedures.
Ballast procedures.
Tank cleaning, tank entry and crude oil washing (COW) operational requirements.
Safety and security information:

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

F(P)SO and local drug and alcohol policy.
Repairs while in exclusion zone.
Ship stability.
Ships stores handling and bunkering arrangements, if available.
1.5 Documentation
Every F(P)SO should maintain a set of up-to-date documents. This will ensure
compliance with regulations, procedures and good practice and provide information
on the regulations, facilities and equipment.
Questions Y N N/A
Is the latest edition of the International Safety Guide for Oil Tankers and Terminals
1.5.1
(ISGOTT) available?
Is the latest edition of the SIGTTO publication Liquefied Gas Handling Principles
1.5.2
on Ships and in Terminals available?
1.5.3 Does the documentation include current information as described in the guidance?
Does the documentation available at the F(P)SO include comprehensive as-

1.5.4 built construction drawings, piping and instrumentation diagrams (P&IDs),
specifications and any modifications since commissioning?
1.5.5 Are records of the major equipment items kept in compliance with the guidance?
Comments
Comments continued
Guidance
F(P)SOs should maintain a set of up-to-date documents. This ensures compliance with
regulations, procedures and good practice and provides information on facilities and
equipment.
Documentation should provide current information on:
Legislation, including national and local requirements and health, safety and
environmental (HSE) legislation.
Industry guidelines, company policies, and the health, safety, security and
environment (HSSE) policy.
Operating manuals, maintenance and inspection procedures, site plans, and
drawings.
Records, e.g., internal and external audits, inspections, meetings, HSSE records,
permits, local procedures.
Certificates issued for equipment and processes.
Documentation available onsite should include a comprehensive set of as-
built construction drawings, piping and instrumentation diagrams (P&IDs),
and specifications, including any and all modifications made since it was first
commissioned.
A record of the major marine equipment items should be kept, e.g. specifications,
inspection, and maintenance data.
2. Crew and contractor management

2.1 General
Every F(P)SO should establish staffing levels to ensure that all marine operations can
be conducted safely and that all emergency situations can be managed effectively.
Questions Y N N/A
Does the available staff number meet all operational and emergency conditions
2.1.1
in accordance with the guidance?
2.1.2 Are personnel resources adequately managed to prevent or avoid fatigue?
Does the Management System provide guidance on Work/rest hours compliant

2.1.3
with MLC whilst the F(P)SO is disconnected?
Does the F(P)SO have records for Work/Rest Hours compliant with MLC for all
2.1.4
personnel on board whilst the FPSO is disconnected?
Comments
Comments continued
Guidance
The staffing of a F(P)SO should be sufficient to ensure that all marine operations and
activities can be conducted safely and emergency situations managed effectively.
Personnel should be trained in the operations undertaken and have site-specific
knowledge of all safety procedures and emergency duties.
The F(P)SO should provide sufficient staff numbers to ensure that all marine
operations and emergency conditions can be conducted in a safe manner, taking into
account:
Effective monitoring of operations.
The size of the F(P)SO.
Volume and type of products handled.
Number, type, and size of the offtake tankers visiting the F(P)SO.
The degree of mechanisation employed.
The level of automation employed.
Fire-fighting duties.
Liaison with adjacent/neighbouring marine facility operators.
Personnel requirements for facility operations, including pilotage, mooring boats,
line handling, hose handling, and assistant mooring masters (loading masters).
Personnel involvement in emergency and environmental pollution response.
In establishing staff levels, due account should be taken of any local or national legal
requirements. Consideration should be given to the avoidance of fatigue that may
result from extended hours of work or insufficient rest periods between shifts.
If the F(P)SO can be disconnected to avoid adverse weather conditions and ice,
personnel involved in navigating and manoeuvring the vessel should be compliant
with STCW/ILO 180/MLC 2006 requirements.
2.2 Qualification and training of personnel

F(P)SO management should ensure that personnel engaged in marine activities are
trained and competent in the duties they are assigned to perform.
Questions Y N N/A
Are the processes related to the qualification and training of personnel in place in
2.2.1
accordance with the guidance?
Do all personnel engaged in marine activities have a good understanding of the
2.2.2
contents of the International Safety Guide for Oil Tankers and Terminals (ISGOTT)?
Where the F(P)SO is handling liquefied gas, do all personnel engaged in marine
2.2.3 activities have a good understanding of the contents of the SIGTTO publication
Liquefied Gas Handling Principles on Ships and in Terminals?
2.2.4 Do all personnel attend appropriate formal training (including refresher courses)?
Is there a process for determining formal training requirements for all contractors
2.2.5
attending the F(P)SO?
Are personnel aware of national and local rules that affect the F(P)SO operations
2.2.6
and the manner in which they are implemented locally?
2.2.7 Do all contractors receive work-site-specific safety orientation appropriate to the task?
Does the F(P)SO have suitably qualified personnel responsible for ballast
2.2.8 and cargo planning, to ensure that stress and stability are maintained within
recommended limits?
2.2.9 Does the F(P)SO have a contingency plan for unplanned personnel change out?
Comments
Comments continued
Guidance
It is recommended that the F(P)SOs competence assurance system meets or exceeds
the guidance of the OCIMF publication Competence Assurance Guidelines for F(P)SOs.
F(P)SO management should ensure that the personnel engaged in marine activities
are trained and competent in the duties they are assigned to perform.
The following processes should be in place:
Identification of skills required for all positions.
A system to assess individual competence and to identify training needs to provide
staff with the knowledge to undertake allotted duties.
Formal training either developed locally or provided by the industry or the
company.
The formalisation of vocational (on-the-job) training to ensure that consistent levels
of training are achieved.
A system of ongoing reassessment of an individuals competence to perform their
assigned duties.
Maintenance of personnel training records.
All personnel engaged in marine activities should be familiar with the contents of
the International Safety Guide for Oil Tankers and Terminals (ISGOTT) and the SIGTTO
publication Liquefied Gas Handling Principles on Ships and in Terminals applicable
to the local site, the hydrocarbon type being handled and, as a minimum, should
attend the following formal training, including refresher courses:
Site-specific safety training (inductions).
F(P)SO operations training.
Appropriate level of environmental pollution response training.
Appropriate level of fire-fighting training.
Personnel should be aware of national and local rules and company requirements that
affect the F(P)SO operations and the manner in which they are implemented locally.
All personnel, including contractors, should receive safety training appropriate to the
task and the workplace (e.g. permit to work systems, system isolations, etc.).
3. Navigation equipment
3.1 Navigation equipment
Every F(P)SO should ensure that the necessary navigation, berthing and mooring aids are in place.
Questions Y N N/A
Is the F(P)SO kept informed of any operational failures or changes to the
3.1.1
navigational aids that may affect vessels visiting it?
Is the F(P)SO able to ascertain the impact and assess the risk of any operational
3.1.2
failure or change to navigational aids?
Where navigational aids are maintained by the F(P)SO, are records of
3.1.3
maintenance and operability kept?
Where berthing aids are maintained by the F(P)SO, are records of maintenance
3.1.4
and operability kept?
Where mooring aids are maintained by the F(P)SO, are records of maintenance
3.1.5
and operability kept?
Are authorities advised of any changes in the status of navigational aids affecting
3.1.6
F(P)SO operations?
Has there been a risk assessment carried out to determine what berthing aids are
3.1.7
required to assist with the export operation being conducted?
Has there been a risk assessment carried out to determine what mooring aids are
3.1.8
required to assist with the export operation being conducted?
Comments
Comments continued
Guidance
F(P)SOs should have processes in place to ensure that the necessary navigation
aids (e.g. buoys, Racons, flashing U lights), berthing aids (e.g. portable pilot units,
radar guns) and mooring aids (e.g. load cells on mooring hooks) are in place and are
operational.
Navigational aids
F(P)SOs should maintain a close liaison with the regulatory authorities regarding
changes to navigational aids on the approaches that could impact the safe operation
of ships. F(P)SOs should be kept informed of any changes to the navigational aids and
any notices advising of any operational failures.
Authorities should be kept informed of any changes to the navigational aids on the F(P)
SO or approaches.
Where navigational aids, berthing aids and mooring aids are maintained by the F(P)SO,
records of maintenance and operability should be kept.
Berthing aids
F(P)SOs should carefully consider the use of berthing aids, such as portable pilot units
incorporating speed of approach monitors to minimise the risk of damage to the F(P)
SOs, the visiting vessels and the consequential risks of fire and pollution.
Mooring aids
F(P)SOs should use load cells for monitoring the load tension on tandem mooring
systems. It is recommended that such equipment also be used for side-to-side
operations.
4. Safety and security management

4.1 Management of change
Every F(P)SO should have a management of change procedure and formal risk
management processes in place, demonstrating how hazards are identified and
quantified and how the associated risk is assessed and managed.
Questions Y N N/A
4.1.1 Does the F(P)SO have a management of change (MOC) process?
Does the MOC process include formal risk assessments that address any changes
4.1.2
in design, manning or operation?
Does the MOC process include a process for updating procedures, piping and
4.1.3
instrumentation diagrams (P&IDs), instrumentation, etc.?
Does the MOC process include formal risk assessments that follow on from the
4.1.4
design case risk assessment for the F(P)SO?
Are the risk assessments structured in accordance with the guidance so as to
4.1.5 identify hazard events, assess the probability of occurrence, and determine the
potential consequences of the event?
Does the F(P)SO conduct periodic reviews of its facilities and operations to
4.1.6 identify potential hazards, and the associated risks that may demonstrate the
need for additional or revised risk assessments?
4.1.7 Are records of all reviews and assessments kept for inspection?
Comments
Comments continued
Guidance
Every F(P)SO should have in place a management of change (MOC) process that covers
changes to:
Physical equipment.
Including modifications, both temporary and permanent, and use of replacement
equipment that is not like-for-like.
Operational set points.

Including, for example, changes to alarm points, trip points and control settings
outside the design range.
Critical personnel.
Covers situations where senior or critical personnel are substituted, either temporarily
or permanently, by personnel not regularly undertaking the role.
The MOC procedure should include:

A change review by suitably qualified personnel.
A risk assessment process for assessing the implications of the change.
A tracking and communication system, to ensure that all relevant personnel are
aware of the changes.
Updates to drawings/procedure/manuals/organisation charts as necessary.
A review process to establish that the changes have achieved their desired purpose
and to ensure that there are no new issues as a result of the change.
4.2 Safety programme

Every F(P)SO should have an active and comprehensive safety programme designed to
deliver a high level of safety performance.
Questions Y N N/A
Does the F(P)SO have a safety programme designed to achieve the aims of a
4.2.1
published safety policy?
4.2.2 Does the safety programme include the processes in the guidance?
4.2.3 Does the F(P)SO have monthly KPIs against its Safety Performance?
4.2.4 Does the F(P)SO have a Behaviour Based Safety Programme?
Comments
Comments continued
Guidance
F(P)SOs should have an active and comprehensive safety programme designed to
deliver a high level of safety performance.
The safety programme should be designed to achieve the aims of a published safety
policy. Evidence of the programmes effectiveness includes demonstration of a safety
culture that is supported by each individual in the workforce.
The safety programme should have in place:
Periodic emergency drills.
Permit to work system.
Incident reporting system.
Near miss reporting process.
Hazard identification and reporting system.
Risk assessment process.
Personal protective equipment requirements, including supply and use.
Standards for housekeeping.
Safe work practices and procedures.
Safety meetings.
Toolbox meetings and Job Safety Analysis (JSA) and Job Hazard Analysis (JHA).
Work team briefings.
Induction process for new personnel and contractors.
4.3 Emergency response plan

Every F(P)SO should have a written, comprehensive and up-to-date emergency
response plan.
Question Y N N/A
Does the F(P)SO have a written, comprehensive, and up-to-date emergency
4.3.1
response plan?
4.3.2 Is the emergency response plan specific to the F(P)SO?
4.3.3 Does the emergency response plan include the elements listed in the guidance?
Are the scenarios within the emergency response plan based on a formal risk
4.3.4
assessment?
4.3.5 Does the emergency response plan include a response to a salvage incident?
Have the emergency management teams been trained in command and control
4.3.6
and the companys incident command system?
Does the F(P)SO have a contract for Ship Stability and Damage Control with a
4.3.7 reputable service company? Are Drills carried out for Damage Stability using this
service?
Comments
Comments continued
Guidance
Every F(P)SO should have a written, comprehensive and up-to-date emergency
response plan.
The emergency response plan is an essential element of a F(P)SOs ability to deal with
an emergency in an orderly and effective manner.
The emergency response plan should be specific to the F(P)SO and should include the:
Emergency management team for the F(P)SO.
Emergency management team for the business unit or company.
Training for emergency management teams.
Linking arrangements with the national authorities, local administration, local
emergency services and support services.
Identification of people responsible for the management and implementation of
elements of the defined activities.
Contact details and resource information.
An emergency response exercise programme.
The scenarios within the emergency response plan should be based on a formal
risk assessment. The emergency response plan should address, at a minimum, the
following emergency scenarios:
Fire and explosion at the F(P)SO, or on/around a berthed vessel.
Major escape of flammable and/or toxic vapours, gases, oil, or chemicals.
Collisions and unintended contacts.
Major incidents on offtake tankers, tugs, or other support vessels.
Meteorological hazards such as threat of high winds, waves, and storms.
Security breaches, including criminal and terrorist activities, sabotage, and threats
against the F(P)SO or the offtake tankers.
Helicopter incidents.
Man overboard.
Medical emergency.
Loss of stability.
Emergency incident on attending support vessels.
F(P)SOs should be prepared to effectively respond to an incident to ensure the

integrity of the F(P)SO. It is recommended that a salvage response plan is developed
in accordance with company policy, and that it include sections that address response
strategy, operations, damage stability and data directories.
4.4 Emergency evacuation

Every F(P)SO berth should have a means of emergency evacuation to ensure personnel
have a safe and secure method of exiting from normal work areas.
Questions Y N N/A
Are there sufficient evacuation routes to meet the requirement that an alternative
4.4.1
route is available if one is affected by an incident?
Are evacuation routes located as far as practicable from process/high risk areas?
4.4.2
Or, if this is not practicable, is protection provided?
Does the emergency evacuation plan take into account the number of personnel
4.4.3
to be evacuated?
Are the evacuation arrangements discussed and agreed with the Masters of
4.4.4
offtake tankers visiting the F(P)SO?
Are records kept of the testing of emergency evacuation systems during
4.4.5
emergency drills?
4.4.6 Are emergency escape routes free of trip hazards and clearly marked?
Comments
Comments continued
Guidance
Every F(P)SO berth should have a means of emergency evacuation to ensure personnel
have a safe and secure method of exiting from the F(P)SO in an emergency.
General
It is necessary to provide a plan that will address the efficient evacuation of all personnel
in the event of a serious emergency. There should be two escape routes. Each route
should be located such that in the event of an incident, at least one provides a safe
evacuation path that is sufficiently far from the incident to afford personnel protection
during evacuation. If such spacing cannot be provided, the escape routes should be
protected, where practicable, by fire walls/barriers or heat shields.
Unless otherwise defined, the primary emergency escape route is the day-to-day
access route from normal work areas to the primary muster point. The secondary
emergency escape route is defined as a separate access way, preferably located at
a maximum practical distance from the primary escape route, which leads from the
normal work areas to the secondary muster point.
Normal work areas are those where a F(P)SO operator would be expected to be located
during normal operations.
Evacuation routes should be located as far away as practicable from high fire risk areas.
Emergency evacuation plan

The emergency evacuation plan should take into account the number of personnel
to be evacuated. It is important that the information on evacuation arrangements
is provided to the Masters of offtake tankers visiting the F(P)SO. The evacuation
arrangements for offtake tanker personnel will typically involve removing the offtake
tanker from the F(P)SO.
The critical elements of the emergency evacuation plan include organisation, control,
communications and the resources needed to put the plan into operation.
Drills
Emergency drills should include the testing of the emergency evacuation plan.
4.5 Risk management

The layout of the field and design of the F(P)SO should address risks from external
hazards and minimise internal hazards by good design practices.
Questions Y N N/A
Are there procedures in place to avoid F(P)SO personnel being placed under time
4.5.1
pressure to perform tanker loading operations in marginal weather conditions?
Does the operating manual have an up-to-date field layout showing the position
of all structures and the potential obstructions, including subsea well head and
4.5.2
potential MODU/workover vessel, locations, moorings and anchors? Offtake
tanker approach routes and exclusion zones should also be depicted.
Is the F(P)SO in an acceptable position and distance from other in-field
4.5.3
obstructions for the size and manoeuvrability of offtake tankers used?
Does the F(P)SO manager liaise with the surrounding fields regarding temporary
4.5.4 obstructions (e.g. MODUs) that may affect offtake tanker approach and safe exit
corridors? Is this information communicated to the incoming offtake tanker?
Has the location and design of the F(P)SO been adequately documented and risk-
4.5.5
assessed as being appropriate for the field?
Does the F(P)SO comply with MARPOL requirements for side or raking end
4.5.6
damage stability criteria?
Are all the F(P)SO safety or production critical equipment located in a zone that
4.5.7
cannot be damaged by a low energy collision near the offloading system?
Is there a formal risk assessment demonstrating that the F(P)SO is fit for purpose?
4.5.8 Is it available and understood by the operators and updated for subsequent field
or F(P)SO changes?
Does the F(P)SO layout address risks from external hazards and minimise internal
4.5.9
hazards by good design practices in accordance with the guidance?
Comments
Comments continued
Guidance
Field layout
The in-field F(P)SO installation should be matched to the type, station-keeping ability
and size of the offtake tankers likely to be handled, including potential alternatives
should the primary tankers be temporarily unavailable.
The offshore loading facility should be, at a minimum, down environment (prevailing
wind, wave, and current) at a distance from structures that are vulnerable to collisions
or vessels that may have constrained manoeuvrability. The following may be used to
calculate the minimum distance:
Maximum allowable excursion of the subsea mooring system F(P)SO length.
Mooring hawser length.
Maximum mooring hawser extension.
Maximum conventional tanker length.
Maximum tow line length.
Maximum tow line extension.
Maximum length of the holdback tug.
A risk based safety margin.
Depending on local legislation, and in accordance with UNCLOS Article 60.5, exclusion
zones of up to 500 metres may be established around fixed structures.
Field-specific documentation and risk assessment

The offshore loading F(P)SO should be provided with documentation that includes
the field layouts, design basis, operating limit and procedures. Procedures and plans
should be updated following formal risk assessments and hazard and operability
analyses (HAZOPs) at various intervals. These may include concept selection,
completion of the design, the start of operations and following significant change in
the field.
Existing F(P)SOs that have equipment, support vessels or offtake tankers in service,
but not meeting the original design basis or the minimum recommendations provided
in this document, should base the continued use of such equipment on a formal risk
assessment.
The layout of the F(P)SO should address risks from external hazards and minimise
internal hazards by good design practices.
F(P)SO offload versus remote offload (CALM or pipeline)

Offloading options can be split into the following categories:
Remote:
Where the Cargo export is via a dedicated pipeline not using an offtake tanker.
Where the offtake tanker offloads from a CALM buoy located at a distance from the
F(P)SO to allow safe navigation to and from the CALM buoy reducing the risk of
collision with the F(P)SO in event of a mechanical breakdown.
Integrated:
Where the offtake tanker secures to the F(P)SO in tandem offtake mode. Due to the
close proximity of the tanker to the F(P)SO additional safety measures should be
assessed ensuring that the consequences of tanker collisions have been sufficiently
mitigated to avoid damage to production plant, loss of stability (MARPOL damage
criteria) or other escalation from a minor to a potential major pollution or safety
incident.
F(P)SO design
Of the layout design of F(P)SO sensitive or high-risk equipment should be such that
they do not present a risk to other F(P)SO facilities and reduce their exposure to
physical damage from external forces.
The layout design of the F(P)SO should take into account the need for emergency
escape routes from potentially hazardous locations and the provision of safe muster
points.
The layout design should also address the following requirements in a consistent
manner throughout the F(P)SO:
Fire-fighting system.
Fire and gas alarm system.
Gas detection.
Environmental protection.
Management of slops and oily water.
Pipeline drainage, pipeline inspection and corrosion management.
Open and closed drainage systems, including water separation and disposal.
Vessel sampling points for tanks, tank entry and mooring work areas.
Pump room (if fitted) ventilation and access control.
Garbage management.
Stray current protection.
Provision of fixed lifesaving equipment.
F(P)SO security.
In addition, due attention should be given to the provision of clear signs and notices to
reinforce the design intent.
4.6 Water depth surveys

Every F(P)SO should have a clear understanding of the water depths within the
F(P)SOs safety zone.
Questions Y N N/A
4.6.1 Is there a clear awareness of the water depth within the F(P)SOs safety zone?
4.6.2 Does the F(P)SO have a depth survey of the field?
Does the water depth require more frequent surveys to account for any potential
4.6.3
siltation or scouring that may occur?
Comments
Comments continued
Guidance
F(P)SOs situated where access may be limited by water depth should maintain up-to-
date records of the water depths.
When a new F(P)SO is built, to establish its baseline data either an initial depth survey
should be undertaken or recent existing survey reports referenced.
At F(P)SOs where access may be limited by water depth and there is a history of
siltation, surveys should be conducted at intervals not exceeding five years so that
trends may be identified.
All surveys should be carried out by competent personnel and the results should
conform to the established datum for the F(P)SO.
The F(P)SO should ensure that all internal and external interested parties are aware of
any changes to the water depth.
4.7 Security
Every F(P)SO should have a security plan with procedures to address all security
aspects identified from a security assessment of the F(P)SO.
Questions Y N N/A
Has a security assessment been undertaken that has evaluated the minimum
4.7.1
requirements contained in the guidance?
Is a documented security plan that addresses all the issues arising from
4.7.2 the security assessment available to F(P)SO personnel responsible for the
implementation of the plan?
4.7.3 Is the security plan implemented?
Are management responsibilities for implementation of the security plan clearly

4.7.4
assigned?
Is the plan periodically reviewed, updated, or amended to ensure its continued
4.7.5
effectiveness?
Is the F(P)SO required by the contracting government to comply with the
4.7.6
measures to enhance maritime security provisions of SOLAS and the ISPS Code?
Has the contracting government or its recognised security organisation approved
4.7.7 the F(P)SOs security plan, and has a Statement of Compliance of Port Facility
(SoCPF) been issued?
Has the F(P)SO confirmed that, where necessary, the contracting government has
4.7.8
advised IMO that it has an approved security plan?
4.7.9 Is personnel access to the F(P)SO controlled?
Is access to the F(P)SO controlled to prevent the admission of devices that may
4.7.10 spark an ignition, such as matches, cigarette lighters, firearms, mobile phones
and other portable electrical equipment?
Are there procedures and controls established to prevent the introduction of
4.7.11
alcohol and drugs?
4.7.12 Are the access control procedures developed in accordance with the guidance?
Comments
Comments continued
Guidance
F(P)SOs should have a security plan with procedures to address all security aspects
identified from a security assessment of the F(P)SO.
Port facilities serving ships engaged on international voyages are required to comply
with the measures to enhance maritime security detailed in the:
International Convention for the Safety of Life at Sea (SOLAS) 1974 (as amended);
and
Parts A and B of the International Ship and Port Facility Security (ISPS) Code.
F(P)SOs that are not required to comply with the SOLAS and ISPS Code requirements
are encouraged to consider them when developing their security plans.
The security assessment should include a risk analysis of all aspects of the F(P)SOs
operations in order to determine which parts of it are more susceptible and/or more
likely to be the subject of a security incident.
A plan with procedures in place to control access to the F(P)SO should be in place.
F(P)SO access should be restricted to prevent the admission of people who may have
criminal intentions such as an intent to undertake a political demonstration or a
terrorist attack. Where these events are expected, professional security support should
be employed along with security surveillance systems.
Personnel access to the F(P)SO should be controlled to prevent the admission of
sources of ignition such as matches, cigarette lighters, firearms, mobile phones and
other portable electrical equipment. Controls should also address the introduction of
other prohibited items, such as drugs or alcohol.
F(P)SO access arrangements and requirements must be communicated to vessels
calling at the F(P)SO. Consideration may need to be given to remote monitoring of the
perimeter using closed-circuit television.
Procedures for controlling access should be established and ought to address:
The designation and marking of areas restricted to authorised personnel.
Identify verification of F(P)SO personnel, contractors, vessel staff and visitors.
Personnel safety and security requirement briefings.
Physical search procedures for personnel and visitors (including baggage).
Verification of identity of F(P)SO personnel, contractors, vessel staff and visitors.
4.8 Control of work emergency shutdown of cargo transfer operations

Every F(P)SO should have a procedure in place that categorises designated
circumstances under which cargo operations between the F(P)SO and the offtake
tanker must cease immediately.
Questions Y N N/A
Does the F(P)SO have a procedure in place that designates circumstances
4.8.1 under which cargo operations between the F(P)SO and the offtake tanker must
immediately be stopped?
Does the procedure identify the location of the emergency shutdown device, or
4.8.2
the communication method to be employed, and any backup system?
Do F(P)SO/offtake tanker operators know the location of the emergency shutdown
4.8.3
device, the communication method to be employed and any backup system?
Are the arrangements for emergency shutdown procedures and equipment to
4.8.4
be used discussed and agreed at the pre-berthing conference?
Are the consequences of an emergency shutdown of cargo operations
4.8.5 considered in the design of the cargo systems (e.g. HAZOPS, risk assessment,
cause and effects)?
4.8.6 Does the F(P)SO maintain records of testing of cargo operation emergency stops?
Comments
Comments continued
Guidance
F(P)SOs should have a procedure in place that designates circumstances under which
cargo operations between the F(P)SO and the offtake tanker must immediately be
stopped and describes the means of doing so.
Criteria
At a minimum, the following circumstances would require emergency shutdown of
cargo operations:
Fire.
Environmental spill.
Gas release.
Failure of mooring system integrity.
Helicopter incident.
Security breach.
Extreme weather conditions.
Loss of offtake tanker station keeping ability.
Significant cargo difference between the FPSO and the offtake tanker.
A specified tolerance difference between the F(P)SO and offtake tankers hourly cross-
checked figures should be agreed. Should the tolerance be exceeded, a shutdown
should be instigated until the difference can be reconciled.
The procedure should identify the location of the emergency shutdown device or the
communication method to be employed and any backup system. Due regard should
be given to the possible dangers associated with any emergency shutdown procedure,
e.g. pressure surges and valve closure times.
Emergency shutdown procedures, together with the equipment to be used, should be
discussed and agreed at the pre-berthing conference.
4.9 Environmental limits

Every F(P)SO should have clearly defined environmental operating limits for the types
and sizes of vessels visiting the F(P)SO.
Questions Y N N/A
Do the applicable defined limits cover all operations associated with the arrival and
4.9.1
departure of vessels, and the safe loading or discharge of products at the F(P)SO?
Is information on environmental limits passed to the offtake tanker at the pre-
4.9.2 berthing conference and, where applicable, formally recorded in the F(P)SO/
offtake tanker operational agreement?
Does the F(P)SO receive frequent weather forecasts and pass them to the
4.9.3
offtake tankers?
Are all offtake tanker station keeping and cargo operations adequately
4.9.4 monitored from the F(P)SO central control room, using a combination of CCTV,
instrumentation, deck inspections and/or support craft surveillance?
Comments
Comments continued
Guidance
F(P)SOs should have clearly defined environmental operating limits for all types and
sizes of vessels visiting the F(P)SO. These limits should be documented in the F(P)SOs
operating procedures and the marine terminal handbook.
The defined limits should cover all operations associated with the arrival and
departure of vessels and the safe loading or discharge of products at the F(P)SO. The
F(P)SO should have a detailed plan to deal with the threat of extreme weather events,
such as hurricanes/cyclones.
Limits will normally be based on ambient environmental conditions, such as:
Wind speed and direction.
Wave height and period.
Current speed and direction.
Swell conditions that may affect operations.
Electrical storms.
Environmental phenomena, such as ice movement.
Extreme temperatures that might affect loading or unloading.
The environmental limits should define the thresholds for:

Manoeuvring for arrival and berthing.
Stopping loading or discharging.
Disconnecting cargo hoses.
Summoning tug assistance.
Manoeuvring for un-berthing and departure.
Information on environmental limits should be passed to the offtake tanker at the pre-
berthing conference and, where applicable, be formally recorded in the F(P)SO/offtake
tanker operational agreement. Routine weather forecasts received by the
F(P)SO should be passed to the offtake tankers.
4.10 F(P)SO/offtake tanker safety operational agreement

Every F(P)SO should have a procedure in place to ensure that a pre-berthing (for
conventional offtake tankers) conference is undertaken and a F(P)SO/offtake tanker
safety operational agreement is completed.
Questions Y N N/A
Does the F(P)SO conduct a pre-berthing conference with the offtake tankers
4.10.1
Master (or responsible officer) before the start of berthing operations?
Is the information exchange formalised and are documents endorsed by both
4.10.2
representatives?
Does the safety operational agreement contain information in compliance with
4.10.3
the guidance?
4.10.4 Is the safety operational agreement completed following a joint inspection?
Are operations delayed until unsatisfactory items identified on the safety

4.10.5
operational agreement are corrected?
Where F(P)SO staff are physically involved with the checks on board, are
4.10.6
personnel made aware of hazards and associated safety procedures?
Comments
Comments continued
Guidance
Detailed guidance on pre-berthing operational agreement can be found:
For conventional tanker offtakes in the OCIMF Tandem Mooring and Offloading
Guidelines for Conventional Tankers at F(P)SO Facilities.
For bow loading tanker offtakes in the Oil & Gas UK Tandem Loading Guidelines
(OCIMF Guidelines for Bow Loading Tankers at Offshore Terminals in due course).
See 14.1 DP offtake tankers for assessment questions on offtakes by DP tankers.
F(P)SOs should have a procedure in place to ensure that a pre-berthing conference
(for conventional tankers) is undertaken, and a F(P)SO/offtake tanker operational
agreement is completed.
The pre-berthing conference should be held between the F(P)SOs company
representative and the offtake tankers Master or responsible officer. The information
exchanged should be formalised and documents endorsed by both parties.
As a minimum, the F(P)SO/offtake tanker safety operational agreement should include:
Safety letter.
HSS&E policy.
Security declaration.
F(P)SO conditions.
Material safety data sheets.
Fire and emergency instructions.
Approved smoking area signs.
Incident reporting requirements.
Environmental reporting requirements.
Pilot and Master information exchange.
F(P)SO timesheet.
Cargo loading plan.
Cargo manifold layout.
F(P)SO/offtake tanker safety checklist.
Notes of protest.
Emergency stop requirements.
Communications.
4.11 F(P)SO/offtake tanker safety checklist

Every F(P)SO should have a procedure in place to ensure that the F(P)SO/offtake tanker
safety checklist is completed as part of the F(P)SO/offtake tanker safety operational
agreement.
Question Y N N/A
Does the F(P)SO have a procedure to ensure that the F(P)SO/offtake tanker
4.11.1 safety checklist is completed as part of the F(P)SO/offtake tanker safety
operational agreement?
Is the F(P)SO/offtake tanker safety checklist included in the F(P)SOs marine
4.11.2
terminal handbook?
Are records kept of signed F(P)SO/offtake tanker checklists for each export from
4.11.3
the F(P)SO?
4.11.4 Does the F(P)SO comply with the guidance?
Is the F(P)SO/offtake tanker safety checklist repeated periodically throughout

4.11.5
the offtake operation?
Comments
Comments continued
Guidance
The F(P)SO should have a procedure in place to ensure that the F(P)SO/offtake tanker
agreement.
The checklist used should reflect the type of export undertaken (e.g. tandem, bow
loading tanker, conventional tanker, side-by-side).
The F(P)SO/export checklist should include thecontent of the ISGOTT ship/shore
safety checklist as applicable and should also include, but not be limited to:
Discussion on the field layout, with the location of all infield structures and hazards
to navigation included.
Discussion on the location of subsea equipment, including pipelines, flowlines, risers
and the associated prohibition of any anchor use.
Availability and use of infield support vessels.
Restrictions while within the limits of the F(P)SOs safety zone.
Compliance with the terminal handbook.
Bridge watch (tandem) and cargo operations arrangements.
Monitoring of hawser tension (tandem) and regular checks of bow chain stopper.
Emergency and contingency planning.
At F(P)SOs where there is no exchange of personnel between the F(P)SO and the
offtake tanker, the signed critical safety documents should be exchanged between
units via fax or email.
4.12 F(P)SO/offtake tanker cargo operations checklist

Every F(P)SO should have a procedure in place to ensure that a F(P)SO/offtake tanker
cargo operations checklist is completed as part of the F(P)SO/offtake tanker safety
operational agreement.
Questions Y N N/A
Is the F(P)SO/offtake tanker cargo operations checklist included in the F(P)SO
4.12.1
marine terminal handbook?
Are records kept of the signed F(P)SO/offtake tanker cargo operations checklist
4.12.2
for every export from the F(P)SO?
4.12.3 Does the F(P)SO comply with the guidance?
Comments
Comments continued
Guidance
The F(P)SO should have a procedure in place to ensure that the F(P)SO/offtake tanker
agreement.
The checklist developed should reflect the type of export undertaken (e.g. tandem,
side-by-side).
The F(P)SO/offtake tanker checklist should include theISGOTT guidelineson the ship/
shore safety checklist and should also include, but not be limited to:
Discussion on the field layout, with the location of all infield structures and hazards
to navigation included.
Discussion on the location of subsea equipment, including pipelines, flowlines,
risers, and the need for anchors to be secured while in the field.
Availability and use of infield support vessels.
Restrictions while within the limits of the F(P)SOs safety zone.
Compliance with the terminal handbook.
Bridge watch (tandem) and cargo operations arrangements.
Monitoring of hawser tension (tandem) and regular checks of bow chain stopper.
Emergency and contingency planning.
4.13 Personnel transfer

F(P)SOs should have provisions for the safe transfer of personnel to and from the F(P)SO.
Questions Y N N/A
4.13.1 Does the F(P)SO meet the criteria contained in the guidance?
4.13.2 Does the F(P)SO have approved and certified personnel transfer equipment?
4.13.3 Does the F(P)SO have cranes certified for personnel transfer?
4.13.4 Have all transferring personnel received training for safe transfer operations?
4.13.5 Are all crane operators and signalmen competent for the operation?
Does the F(P)SO meet the requirements for helicopter operations as listed in the
4.13.6
guidance?
Comments
Comments continued
Guidance
F(P)SOs should have provisions to safely transfer personnel to and from the F(P)SO.
Personnel transfer equipment

Equipment used to transfer personnel between the F(P)SO and the vessel, such as a
rigid basket and rigid capsule personnel basket.
Combination ladder
This is a straight, lightweight bridging structure (accommodation ladder) fitted with
side stanchions and handrails. The steps are either self-levelling or large radius non-
slip treads. It is rigged parallel to the vessels side on a retractable platform fixed to the
vessels deck. A pilot ladder, as specified by the International Maritime Organization
(IMO), (SOLAS Regulation V/23 and IMO Resolution A.1045(27)), should be rigged with
the accommodation ladder and should be no longer than 9m.
Helicopter transfers
Personnel are transferred by helicopter using either winching or landing onto the tanker.
Accommodation ladders
Accommodation ladders should meet, and be used in accordance with the following
criteria:
Clear walkway.
Continuous handrail on both sides.
Adequate lighting.
A maximum safe operating inclination established for accommodation ladders
without self-levelling treads or steps.
Lifebuoys available with light and line.
A ships officer in attendance.
IMO regulations.
Pilot ladders
Pilot ladders should meet, and be used in accordance with, the following criteria:
Clear walkway.
Continuous grab lines on both sides.
Adequate lighting.
A ships officer in attendance.
IMO Conventions and Circulars
Personnel transfer
Personnel transfer devices should meet, and be used in accordance with, the following
criteria:
Clear access.
Adequate lighting.
Lifting equipment certified for personnel transfer.
Personal protective equipment

Suitable personal protective equipment (PPE), including personal flotation devices,
should be worn during all personnel transfers.
Routine maintenance
All personnel transfer devices, accommodation ladders and pilot ladders should be
maintained, inspected, and tested.
Where required, lifting equipment should be inspected and certified.
A checklist should be completed for safety checks on personnel transfer equipment
before first use at each transfer operation.
Helicopter operations
Helicopter operations should meet the following criteria:
Personnel trained in winching operations (if used).
Company-approved helicopters.
Personnel trained in helicopter safety and operations.
F(P)SO has appropriate safety equipment as per ICS Guide to Helicopter/Ship
Operations.
Offtake tankers vetted, before arrival, for their ability to accommodate helicopter
operations.
4.14 Lifesaving appliances and first aid/medical equipment

Every F(P)SO should provide lifesaving appliances and first aid/medical coverage and
equipment suitable for the activities and staffing of the F(P)SO.
Questions Y N N/A
Is the lifesaving and first aid/medical equipment carried suitable given the likely
4.14.1
hazards?
Is the equipment accessible, maintained, and in good condition, with
4.14.2
responsibilities for the equipment clearly identified?
4.14.3 Are personnel trained in the correct use of all equipment provided at the F(P)SO?
Does the F(P)SO meet regulatory requirements for lifesaving appliances and
4.14.4
first aid/medical coverage?
Does the F(P)SO have a procedure for medical emergency assistance, including
4.14.5
personnel on offtake tankers and other infield vessels?
Comments
Comments continued
Guidance
Every F(P)SO should provide lifesaving appliances and first aid equipment suitable for
the activities and staffing of the F(P)SO.
Suitable equipment to address the consequences of probable hazards could include:
Emergency escape breathing devices (EEBDs).
Respiratory protective equipment.
Personal gas monitors.
Lifeboats and rescue boats.
Life rafts.
Flotation aids, including life rings and life vests.
First aid kits.
Showers and eyebaths.
Stretchers.
Resuscitation equipment.
Defibrillator.
Equipped hospital.
Medical locker.
Medicines.
Intrinsically safe torches and flash lamps.
Portable radios.
Equipment should be accessible and maintained in good order. Responsibilities for the
equipment should be clearly identified.
Personnel should be trained in the correct use of any equipment provided at the F(P)SO.
4.15 Fire protection

Every F(P)SO should have fire-fighting capabilities suited to the type and volume of
cargo being handled.
Questions Y N N/A
4.15.1 Is the F(P)SOs fire-fighting capability sufficient to meet the guidance?
4.15.2 Is the F(P)SOs fire-fighting capability based on a formal risk assessment?
Is the F(P)SOs fire-fighting equipment inspected and tested on a regular basis,

4.15.3
both to ensure its condition and to make personnel familiar with it?
Does the F(P)SO have a process in place to identify the isolation of critical fire-
4.15.4
fighting equipment?
Comments
Comments continued
Guidance
F(P)SOs should have fire-fighting capabilities suited to the type and volume of cargo
being handled.
The fire-fighting capabilities and equipment for the F(P)SO should be based on
regulatory requirements, where applicable as a minimum. In the absence of adequate
regulations, capabilities should be based on the outputs of a formal risk assessment.
The risk assessment should take into account the:
Sizes of the vessels that can be accommodated at the F(P)SO.
F(P)SOs location.
Nature of the cargo.
Potential impact if the product is released.
Areas to be protected.
Level of training and experience of the available emergency response personnel.
Number of people onboard.
Number of trained firefighters available.
The equipment to be considered for the F(P)SO includes:

Fire water sources.
Fire water pumps (numbers and capacities).
Foam requirements.
Onsite system and reserve supplies foam type should be compatible with products
handled.
Foam and firewater delivery systems (e.g. monitors, pipelines, hoses, hydrants,
deluge systems, etc.).
Dry powder systems.
Portable fire extinguishers.
Firefighters outfits.
Protective clothing.
Breathing apparatus (air supply, reserve cylinders, compressors).
Firefighting support vessels.
Fire or explosion protection of essential equipment.
4.16 Occupational health

All F(P)SOs should have procedures in place to protect personnel against occupational
health risks.
Questions Y N N/A
Does the F(P)SO procedure cover all the guidance topics mentioned below
4.16.1
relevant to its operations?
4.16.2 Have all appropriate/associated health hazards been identified?
4.16.3 Are identified health hazards being effectively controlled?
Are adequate precautions taken when ullaging or sampling cargoes with high
4.16.4
concentrations of hydrogen sulphide (H2S), benzene, or other toxic gases?
Are procedures in place to ensure personal protective equipment (PPE) is
4.16.5
provided and its use enforced?
4.16.6 Has the F(P)SO identified where personal flotation devices (PFDs) must be worn?
Are material safety data sheets (MSDS) readily available for all products and
4.16.7
chemicals at the F(P)SO?
4.16.8 Are MSDS located where chemicals are stored and used?
4.16.9 Does the F(P)SO have procedures in place to protect visitors health?
Does the F(P)SO have a hierarchy of controls in place to minimise exposures as

4.16.10
per the guidance?
4.16.11 Does the F(P)SO have a drug and alcohol policy?
4.16.12 Does the drug and alcohol policy apply to personnel on offtake tankers?
Does the F(P)SO have a policy on weight management with reference to safe entry
4.16.13
/ rescue from confined spaces and safe access / rescue from a helicopter event?
Does the F(P)SO have a policy or guidance on exposure to inherent toxic
material that may be found in certain Crude Oil during human intervention
by opening up equipment and devices containing hydrocarbons / tanks entry?
4.16.14
a: Mercury
b: NORMS
c: Etc..
Comments
Comments continued
Guidance
All F(P)SOs should have procedures in place and the equipment (portable gas analysers
and personal gas meters etc.) available to protect personnel against health risks.
Risk assessments should take into account any occupational health implications.
Occupational health topics should be considered as an agenda item for all F(P)SO
safety meetings.
Protection
F(P)SOs should provide all onsite personnel with protection against the following,
where applicable:
Harmful and toxic vapours.
Hydrocarbons.
Benzene.
Hydrogen sulphide (H2S).
Mercaptans.
Chemicals.
Smothering agents (carbon dioxide (CO2), nitrogen (N), inert gas).
Products of combustion.
Dust (particulates).
Asbestos.
Chemical powders.
Grit and dirt.
Naturally occurring radioactive material (NORM).
Performance impairment (drug and alcohol policy).
Harmful and toxic liquids and gases.
Oil/petroleum products and chemicals present or used onsite.
Mercury.
Corrosive liquids (e.g. acids, alkalis).
Physical injury.
Slip and trip hazards.
Bump hazards.
Dropped objects.
Lifting injury (manual handling procedures).
Crushing caused by moving loads.
Electrical shock.
Effect of heat and cold.
Noise and vibration.
Injury due to fatigue (hours of work policy).
Information
Health and safety information for products and chemicals should be made available
by the provision of Material Safety Data Sheets (MSDSs). MSDSs for cargo should be
provided to all vessels loading at the F(P)SO. Infield support vessels should also be
provided with MSDSs as required.
Management
The hierarchy of controls that should be put in place to minimise exposures are:
1. Elimination of the hazardous chemical.
2. Substitution with a less hazardous material.
3. Engineering controls to eliminate exposure.
4. Administrative controls such as permit to work system, job safety analysis,
procedures.
5. Use of personal protective equipment (PPE) is the last option to protect workers.
Procedures should be in place to minimise exposure to occupational health hazards:

Risk assessments should be performed.
Control systems should be implemented.
Personnel should be given awareness training on hazards and control measures.
Visitors
Visitors to the F(P)SO should be made aware of the procedures in place and should be
requested to comply with them and/or be isolated from risk during their visit. F(P)SOs
should consider providing visitors with distinctive coloured safety helmets or armbands
to identify them as personnel unfamiliar with the site and its relevant procedures.
5 Electrical equipment
5.1 General
Every F(P)SO should ensure that all electrical equipment is provided in accordance
with a site-specific area electrical classification drawing that shows the F(P)SOs
hazardous zones in plan and elevation.
Questions Y N N/A
Is all electrical equipment rated correctly for the zone where it is located, and
5.1.1 in accordance with the site-specific area electrical classification drawing that
shows the F(P)SOs hazardous zones in plan and elevation?
Does the F(P)SOs planned maintenance system include hazardous area
5.1.2
equipment inspections?
Are personnel undertaking maintenance of equipment in hazardous zones
5.1.3
trained and certified competent?
5.1.4 Is all electrical equipment maintenance covered by a permit to work system?
Does the F(P)SO have a high-voltage switching procedure, and is high voltage
5.1.5
defined?
Comments
Comments continued
Guidance
F(P)SOs should ensure that all electrical equipment is provided in accordance with a
site-specific area electrical classification drawing that shows the F(P)SOs hazardous
zones in plan and elevation.
F(P)SOs should define the zones and establish the type of equipment that is to be
installed in each zone. National legislation, international standards and company-
specific guidelines should be addressed. The continued integrity of the equipment
provided to meet zone requirements should be addressed within the F(P)SOs planned
maintenance system.
Personnel carrying out maintenance on equipment within hazardous zones should be
trained and certified competent by an internal process, or as required by regulatory
bodies. All electrical maintenance should be carried out under the control of a permit
to work system.
5.2 Portable electrical and electronic equipment

Every F(P)SO should have procedures to manage the use of portable electrical and
electronic equipment within the hazardous areas of the F(P)SO.
Questions Y N N/A
Do the procedures address restrictions on the use of portable electrical and
5.2.1
electronic equipment listed in the guidance?
Does the F(P)SO ensure that any portable electrical or electronic equipment
5.2.2 that is to be used in a hazardous zone is either approved as intrinsically safe or
certified for use in hazardous areas in accordance with the procedures?
Is the use of non-approved equipment in hazardous areas covered by a
5.2.3
procedure and permitted only under the control of a permit to work system?
Does the F(P)SO have a regular test and tag system in place for all portable
5.2.4
electronic devices?
Comments
Comments continued
Guidance
The F(P)SO should have procedures to manage the use of portable electrical and
electronic equipment.
Portable electrical and electronic equipment includes, but is not limited to:
Portable radio transceivers (walkie talkies).
Mobile telephones (cell phones).
Radio receivers.
Electronic cameras.
Torches and flashlights.
Power tools.
Portable lights on extension cords.
Electrically powered fans.
Computers.
Calculators.
Personal digital assistants (PDAs).
Berthing aids.
Any of the listed equipment that is to be used in a hazardous zone is to be either
approved as intrinsically safe or certified for use in hazardous areas.
F(P)SOs should have written procedures for the control of portable electrical
equipment, including personal equipment used within the accommodation. These
procedures should include testing frequency and tagging and should be rigorously
enforced.
The use of non-approved equipment in hazardous areas should be permitted only
under the control of a permit to work system, which includes atmospheric testing to
ensure the area is safe.
5.3 Lighting
Every F(P)SO should have an adequate level of lighting to ensure that all F(P)SO
activities can be safely conducted during periods of darkness.
Questions Y N N/A
In the absence of appropriate national or international engineering standards
5.3.1 for lighting levels, is consideration given to the lighting levels of work areas in
accordance with the guidance?
5.3.2 Is emergency lighting available from a secondary power source?
5.3.3 Is the lighting system included in the F(P)SOs maintenance programme?
Does the hazardous area equipment register have a record of all the equipment
5.3.4
in the lighting system that is located in hazardous areas?
Comments
Comments continued
Guidance
F(P)SOs should have an adequate level of lighting to ensure that all F(P)SO activities
can be safely conducted during periods of darkness.
Lighting levels should meet, at a minimum, national or international engineering
standards, but consideration is to be given to:
Egress and escape routes.
Boat landings.
Mooring work areas.
Manifold areas.
Lay down areas.
Stairways to elevated gantries.
Lighting of the water around the F(P)SO.
Process areas and machinery spaces.
Emergency lighting should be provided from a secondary power source.

The lighting system should be included in the F(P)SOs maintenance programme.
6. Pollution prevention and environmental

management
6.1 Pollution prevention emergency isolation of cargo transfer
The F(P)SO should have a means of isolating export cargo lines in an emergency.
Question Y N N/A
6.1.1 Does the F(P)SO have a means of isolating export cargo lines in an emergency?
6.1.2 Are isolation valves fitted at the export manifold for each unloading line?
Are automated isolation valves inspected on a routine basis to ensure operational

6.1.3
integrity?
6.1.4 Are isolation valve closure times set to avoid surge pressures?
Comments
Comments continued
Guidance
During the F(P)SO design phase a surge analysis study should be completed which
describes the likely surge pressures that could be experienced and advises the
mitigation measures that should be included in the design. These should include, but
not be limited, to:
The means to isolate export cargo lines in an emergency.
Isolation valves should be fitted at the export manifold for each unloading line.
A
utomated isolation valve closing time should be set so as to prevent an
unacceptable surge in pressure.
The need for additional remotely-operated isolation valves within the F(P)SOs cargo
system may be determined by a risk assessment addressing scenarios such as fire,
explosion or damage from impact.
6.2 Cargo drainage and containment

Every F(P)SO should have provisions for managing any operational spillages, and for
safely draining and flushing the cargo transfer system, including hoses.
Questions Y N N/A
Does the F(P)SO have an acceptable closed system for clearing the cargo transfer
6.2.1
lines with written operating procedures for the type of system used?
Does the F(P)SO have an adequate provision for the containment of spills
6.2.2
emanating from manifolds, sample points, valves, and other connections?
6.2.3 Is consideration given to storm/rain water management?
Are unused hoses, manifold connections, drains, vents and gauge connections
6.2.4 suitably blanked or capped? Are blank flanges fully bolted and of the same rating
as the system to which they are attached?
6.2.5 Does the F(P)SO have a dedicated hose flushing manifold?
6.2.6 Are there written procedures for hose flushing operations?
Does the F(P)SO have a policy/guidance on hose contents during periods between
6.2.7
offtakes? i.e. Is hose kept with crude product or kept with flush water?
Comments
Comments continued
Guidance
The F(P)SO should have provisions for safely draining the cargo transfer system,
including hoses, and for managing any operational spillages.
The questions are written specifically about the F(P)SO managing line drainage, spills,
etc. without recourse to an offtake tanker i.e. handled internally to the F(P)SO. The
hose flushing referred to in this question set is flushing back to the F(P)SO itself, not
to another vessel, via the flushing manifold on the FPSO. The tanker rail hose end is
connected to an F(P)SO flushing manifold and water circulated back to the F(P)SO.
Surface drainage
Surface drainage control is an important aspect in preventing pollution and isolating
possible spill fires. There should be provision for:
Containment at the cargo manifold areas, where applicable.
Procedures for the collection of residues, draining, and disposal.
Procedures for the safe disposal of accumulations of rain water and other
environmentally friendly discharges.
Draining pipelines and hoses for routine maintenance and testing.
A dam in front of the fire safety bulkhead to prevent liquids reaching the bulkhead.
Cargo transfer system drainage requirements

The F(P)SO should have a closed system for clearing the cargo transfer lines.
Acceptable systems include:
Pump back system into the cargo line.
Drain line from the hose directly to a tank.
Clearing with water to a flushing manifold.
Displacement with nitrogen/air (as applicable to cargo).
There should be written operating procedures for the type of system used.
Cargo containment
Each F(P)SO should have a system for containment of spills emanating from manifolds,
sample points, valves and other connections. The F(P)SO should have a plan for
preventing accumulation of product and avoiding overflow. Consideration should be
given to storm/rain water management.
Unused hoses, manifold connections, drains, vents and gauge connections should be
suitably blanked or capped. Blank flanges should be fully bolted and of the same rating
as the system to which they are attached.
6.3 Oil and chemical spill response plan

Every F(P)SO should be equipped and prepared to effectively respond to a spill and
have a comprehensive and up-to-date oil and chemical spill response plan.
Questions Y N N/A
Does the oil and chemical spill response plan meet the minimum requirements in
6.3.1
the guidance?
6.3.2 Is the F(P)SO equipped to effectively provide a Tier 1 response to a spill?
6.3.3 Does the F(P)SO have access to Tier 2 and Tier 3 spill response levels within the plan?
6.3.4 Is the inventory of response equipment consistent with that stated in the plan?
6.3.5 Is the equipment maintained and ready for immediate deployment?
Where approved for use, are there sufficient licensed dispersant stocks readily
6.3.6
available to treat the spill?
6.3.7 Are MSDS available for each type of dispersant product?
Are supplies of suitable absorbent materials available to clean up small spills on

6.3.8
or near the F(P)SO?
Does the programme include notifications, table top exercises and equipment
6.3.9
deployment?
6.3.10 Does the F(P)SO participate in local and/or national spill drills?
Are the results of the drills documented to identify any required follow-up
6.3.11
actions, and are these effectively closed out?
Comments
Comments continued
Guidance
F(P)SOs should be equipped and prepared to effectively respond to a spill, and have a
comprehensive and up-to-date oil and chemical spill response plan.
It is recommended that the plan be developed in accordance with the companys
policies and it should include sections that address response strategy, operations and
data directories.
The plan should include:
Identification of an owner responsible for the plan.
A document control section that identifies copyholders and revisions.
Scope, including operations, type of pollutants likely to be released, and a map of
the geographic area.
Description of the response strategy for the Tier 1 response to cover all the potential
pollutant types.
Identification of the spill response organisation.
A spill risk assessment section that lists all credible spill scenarios.
A clear link between the potential size of the spill and the tier response.
Clearly defined Tier 1, Tier 2, and Tier 3 responses.
Action checklists for members of the spill response organisations.
Health and safety guidance for spill situations.
Spill size assessment guide.
Reporting procedures required by the company and authorities.
Notification section, including current contact details, which is regularly reviewed.
Inventory of F(P)SO clean up resources.
Inventory and location of out-of-area resources.
Reference to hydrographical charts and sensitivity maps for the scope of the plan.
F(P)SOs should take due account of any national or local regulations that may differ
from this guidance.
The F(P)SOs oil and chemical spill response plan should link to the local plan, national
plan and any regional plan.
Supplies of suitable absorbent materials should be available to clean up small spills on
or near the F(P)SO.
F(P)SOs should periodically carry out oil spill response drills that include notifications,
table-top exercises and equipment deployment. F(P)SOs should participate in local,
regional, and national spill drills to test equipment and ensure the capability of
personnel. Drills and their outcomes should be documented to identify any required
follow-up actions.
6.4 Protection of the environment from pollution and emissions

Every F(P)SO should have procedures in place for the treatment or control of waste and
harmful emissions generated as a result of its operations.
Questions Y N N/A
6.4.1 Does the F(P)SO have an approved waste management plan?
Does the F(P)SO comply with all applicable local, national and international
6.4.2 regulations and/or operational restrictions associated with environmental
protection?
6.4.3 Does the F(P)SO use a sewage treatment plant?
6.4.4 Does the F(P)SO actively recycle?
Does the F(P)SO have active garbage segregation requirements and are they
6.4.5
being correctly observed?
Does the F(P)SO have guidance on Oil Record Book entries for cargo and engine
room tanks whilst connected to the risers?
6.4.6
Are these records in line with IMOs Guidance on Application of Marpol for
F(P)SOs (MEPC 139-53 and updates) and Marpol?
Does the F(P)SO have approval and clear guidance on transfer of engine room
6.4.7
bilges to cargo slop tank (Class and/or Flag state approval)?
Comments
Comments continued
Guidance
F(P)SOs should have procedures in place for the treatment or control of waste and
harmful emissions generated as a result of its operations.
Every F(P)SO should have an approved waste management plan to include the handling
and disposal of garbage and, as appropriate, oil, oil mixtures and noxious liquid
substances.
In addition, F(P)SOs should comply with all regulations or operational restrictions
associated with:
Ballast water management (harmful aquatic organisms).
Volatile organic compound (VOCs) emissions.
Greenhouse gas emissions (GHGs).
Nitrous oxides (NOX) and sulphur dioxide (SOX) emissions.
Sewage.
Recycling.
Garbage.
7. Structural condition
7.1 General structural surveys
Every F(P)SO should be structurally surveyed as part of an integrated inspection and
maintenance programme.
Questions Y N N/A
Is the F(P)SO structurally surveyed as part of an integrated inspection and
7.1.1
maintenance programme?
Do suitably qualified personnel carry out structural surveys and inspections at

7.1.2
defined intervals?
Is the scheduling and conduct of structural surveys included in the F(P)SOs

7.1.3
maintenance procedures?
Are there procedures for following up on deficiencies identified in structural

7.1.4
surveys?
Are tank (cargo, ballast and slops) coatings and anodes (where fitted) maintained
7.1.5
and appropriate for the intended service?
If tanks are being used outside of their originally intended service, has a
7.1.6
documented risk assessment been completed?
7.1.7 Is there a planned inspection programme for the F(P)SOs void spaces?
Is selected testing of material thickness carried out at a maximum of five-year

7.1.8 intervals, particularly in the area on the hull between minimum and maximum
draft?
Is the output from the impressed current cathodic protection (ICCP) system
7.1.9
regularly checked to determine the protective barriers effectiveness?
Is there a planned inspection programme for the F(P)SOs tanks (cargo, ballast,
void spaces) based on Class Approved Survey program and/or Risk Based
7.1.10
Inspection / Performance Based Inspection Regime that is accepted/approved by
Class /Flag state?
Does the F(P)SO comply with IMOs Guidance on Application of Marpol for
7.1.11
F(P)SOs (MEPC 139-53 and updates) and updates?
Comments
Comments continued
Guidance
The F(P)SO should be structurally surveyed as part of an integrated inspection and
maintenance programme.
All structural surveys and inspections should be carried out by suitably qualified
personnel at intervals not exceeding five years. Inspections should be based on the
International Association of Class Societies (IACS) rules or, where not classed, on
documented risk assessments.
Guidance on scheduling and conducting structural surveys should be included in the
F(P)SOs maintenance procedures. This should include procedures for following up on
deficiencies identified and programming future inspections.
Documented visual inspections of the structural integrity should be undertaken. These
should include an assessment and record of the condition of steelwork and the extent
of any corrosion. The condition of protective coatings should be checked and any
breakdown recorded.
Where fitted, impressed current cathodic protection (ICCP) system records should
be studied for changes of output readings over a period of time. This will assist in
determining the need for underwater structural inspection, or the need to carry out
maintenance on the ICCP system.
F(P)SO Operator may have acceptance / approval from Class / Flag State on equivalent
level of structural integrity by way of Risk Based Inspection or Performance Based
Inspection regime in reference to compliance with Enhanced Survey Programme for
Tankers.
F(P)SOs are not to be categorised as Oil Tankers for the purposes of Solas and
therefore are subjected to Marpol Annex-1 using the IMO Guidance on the Application of
Marpol Annex-1 to FPSOs (MEPC 139-53 and updates).
7.2 Maintenance, inspection and testing programme

Each F(P)SO should have a planned general maintenance, inspection and testing
programme to ensure the integrity of the F(P)SOs systems.
Questions Y N N/A
Does the F(P)SO have a planned general maintenance, inspection and testing
7.2.1
programme to ensure the integrity of the F(P)SOs systems?
Are maintenance activities for equipment undertaken under the control of a

7.2.2
permit to work system?
Are maintenance and inspection programmes conducted by competent trained

7.2.3
personnel?
Are maintenance and inspection strategies based on a process of formal risk

7.2.4 based management, regulatory requirements, company procedures and
recognised industry practices?
7.2.5 Are maintenance strategies reviewed regularly and updated?
Does the F(P)SO have a management of change (MOC) process to capture any
7.2.6
changes to strategies and maintenance procedures?
7.2.7 Are critical items of equipment identified?
Does the F(P)SOs planned maintenance and inspection system cover all critical
7.2.8
equipment?
Are records kept of all planned maintenance, tests and inspections, as well as all
7.2.9
defects and remedial maintenance?
7.2.10 Are records of periodic operational tests kept for the safety equipment?
Comments
Comments continued
Guidance
Each F(P)SO should have a planned general maintenance, inspection and testing
programme to ensure the integrity of the F(P)SOs systems.
Maintenance and inspection programmes should be based on a process of formal
risk management, regulatory requirements, company procedures and practices and
recognised industry practices. Maintenance and inspection programmes should only be
conducted by competent personnel who are specifically trained in the particular activity.
Maintenance activities for equipment in all areas should be undertaken under the
control of a permit to work system.
Planned maintenance and inspection

Critical items of equipment should be identified and maintenance routines
established. The system should provide maintenance and inspection requirements for
equipment that may include, but not be limited to:
All operational equipment.
Pipeline systems.
F(P)SO structure and systems.
Cathodic protection.
Lifting equipment.
Lifesaving appliances.
Fire-fighting appliances.
Protective safety devices, including emergency shutdown (ESD) systems, breakaway
couplings, flame screens, and P/V valves.
Pollution prevention equipment.
Calibration of fixed and portable gas testing instruments.
Communication systems.
Security systems.
Utility systems.
Cargo systems.
Process systems.
Manufacturers guidelines should be used whenever available and applicable.

Records should be kept of all planned maintenance, tests and inspections, as well as
all defects and remedial maintenance.
Operational testing
A record of periodic operational tests should be kept for the following safety equipment:
Fire detection.
Gas detection.
Standby machinery.
Emergency machinery.
Shutdown systems.
Lifeboats and davits.
8. Operations
8.1 Offtake tanker compatibility criteria
Every F(P)SO should have a definitive and comprehensive list of tanker dimensional
criteria for potential offtake tankers that the F(P)SO may use.
Questions Y N N/A
8.1.1 Does the F(P)SO have a list of tanker acceptance criteria for each export location?
Is the list of tanker acceptance criteria for each export location in accordance with
8.1.2
the guidance?
8.1.3 Are additional limitations specified as described in the guidance?
Do restrictions consider all aspects, including F(P)SO size, water depth, mooring
8.1.4
equipment, weather conditions and environmental effects?
8.1.5 Is this information made available both internally and externally?
Comments
Comments continued
Guidance
Every F(P)SO should have a definitive and comprehensive list of tanker dimensional
criteria for potential tankers that may export from the F(P)SO.
This information, which should be made available to both internal and external
contacts, should include:
Maximum draft (where appropriate).
Maximum draft should be determined in consultation with the F(P)SO and should be
based on the restricting depth at the F(P)SO or in the approaches.
Maximum displacement.
The full load displacement figure should be quoted to define the maximum size of
offtake tankers acceptable at the F(P)SO.
A maximum displacement figure may also be quoted for the berthing operation as
per the basis of design.
Length overall (LOA).
The maximum length of the offtake tanker should be quoted to define the maximum
size of offtake tankers acceptable at the F(P)SO.
In addition, F(P)SOs may specify further limitations, for example:

Bow to centre manifold (BCM).
Minimum parallel body length required forward and aft of the manifold, to ensure
that the offtake tanker will rest against the fenders when in position with the cargo
transfer connection made.
Suitable mooring arrangements and SWLs to meet F(P)SO mooring requirements.
Minimum crane requirements if required to lift hoses amidships.
In defining these criteria, care should be taken in establishing the baseline data from
which they are derived and ensuring that they are correctly reconciled. F(P)SOs should
clearly identify the units of measurement used.
8.2 Tanker vetting verification

Every F(P)SO should have a procedure in place to ensure that vessels accepted to call
at the F(P)SO meet minimum standards of safe operation, as established by the F(P)SO
and the companys vetting system.
Questions Y N N/A
Does the F(P)SO have a procedure in place to ensure that vessels accepted to call
8.2.1 at the F(P)SO meet minimum standards of safe operation, as established by the
F(P)SO and the companys vetting system?
Is vessel acceptability based on the evaluation of data of industry programmes, as

8.2.2
detailed in the companys vetting system?
Does the F(P)SO have a process in place to determine if a vessel is unsuitable on

8.2.3
arrival at the F(P)SO?
In the event that a vessel is found to be unsuitable on arrival, is there a

8.2.4
documented procedure in place to deal with the situation?
Does the F(P)SO provide feedback information on the vessels performance or

8.2.5
deficiencies?
Comments
Comments continued
Guidance
F(P)SOs should have a procedure in place to ensure that vessels accepted to call at the
F(P)SO meet minimum standards of safe operation, as established by the F(P)SO and
the companys vetting system.
Vessel acceptability should be determined by the F(P)SO and the companys vetting
system.
Where F(P)SOs have specific requirements or limitations, procedures should be in
place to ensure that only acceptable vessels are allowed at the F(P)SO. A documented
procedure should be in place to address the F(P)SOs response if a vessel is found to be
sub-standard on arrival.
Irrespective of the vetting result, the F(P)SO should retain the right to reject nominated
vessels, provided it has justifiable grounds to do so.
F(P)SOs should provide feedback information on the vessels performance or
deficiencies to the commercial and vetting departments.
F(P)SOs offloading to tankers have additional considerations and requirements to
address with respect to offtake tanker acceptance.
These are primarily described in the following OCIMF publications:
Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO
Facilities.
Offloading Guidelines for Bow Loading Tankers at Offshore Terminals (to be issued in
due course).
8.3 Pilotage
Every F(P)SO should have processes in place to ensure that, where required, pilotage
services are available for the operations.
Questions Y N N/A
Does the F(P)SO have processes in place to ensure that pilotage activities are
8.3.1
available for the operations undertaken?
Does the F(P)SO have suitably trained and competent pilots available to handle
8.3.2
offtake tankers?
Is there a process that clearly defines the steps to follow should the pilot
8.3.3
become incapacitated during an export operation?
8.3.4 Does the F(P)SO have a pilot/Master interface procedure?
8.3.5 Is there an audit system in place to ensure that pilotage standards are maintained?
Has the F(P)SOs management assured itself that offtake tanker movements
8.3.6
within the field are effectively monitored and controlled?
Are pilots provided with updated portable berthing units to carry on board the
8.3.7
offtake tanker?
Comments
Comments continued
Guidance
F(P)SOs should have processes in place to ensure that, where required, pilotage
services are available for the operations.
Pilotage
F(P)SOs should ensure that trained and competent pilots are available to handle
offtake tankers nominated to call at their F(P)SOs. In some cases, a company-managed
pilotage/mooring master service may be provided by the F(P)SO, in which case
processes should be in place to ensure competence.
Berthing aids
F(P)SOs should consider the use of berthing aids, such as portable berthing units and
speed of approach monitors, to minimise the risk of damage to their F(P)SOs and/or
the visiting offtake tankers.
Mooring aids
F(P)SOs should use load cells for monitoring the load tension on tandem mooring
systems. Load tension monitoring should also be considered for side-to-side
operations.
Traffic management
F(P)SO management should ensure that all vessel movements within the field are
effectively controlled.
8.4 Cargo transfer equipment

Every F(P)SO should have cargo transfer equipment that is designed, constructed,
operated and maintained in accordance with national regulatory requirements,
industry standards and recognised codes of practice.
Questions Y N N/A
Are recommended requirements for cargo transfer equipment provided in the
guidance being followed?
8.4.1 Minimum requirements.

Maintenance requirements.
Operating requirements.
For an existing F(P)SO, is the continued use of cargo transfer equipment

8.4.2 that does not meet the equipments original design basis or the minimum
recommended requirements based on a formal risk assessment?
Is there a systematic inspection of the equipment prior to the commencement of

8.4.3
export with a formal system for reporting defects?
If a marine breakaway coupling (MBC) is installed in the hose string, is it located

8.4.4
in accordance with manufacturers recommendations?
Is there a regular maintenance programme in place for the MBC, and is there a
8.4.5
spare unit carried onboard/ashore to allow for servicing?
Does the F(P)SO have a marine terminal handbook that addresses interfaces with
offtake tankers, such as emergency situations, cool-down instructions (LPG),
8.4.6
environmental limitations, minimum allowable O2 and hydrogen sulphide (H2S)
in tanker cargo tanks?
Comments
Comments continued
Guidance
F(P)SOs should have cargo transfer equipment that is designed, constructed, operated
and maintained in accordance with national regulatory requirements, industry
standards and recognised codes of practice.
The integrity of the cargo transfer equipment is critical to ensure safe and pollution-
free transfer operations. To provide this assurance, F(P)SOs need to maintain records
on the basis for the design, operating conditions and maintenance of cargo transfer
equipment. All operational aspects on the proper use of cargo transfer equipment
should be contained in the F(P)SOs operating manual.
If a crude oil wash system (COW) is fitted, the personnel responsible for its operation
should comply with IMO guidelines regarding training and operation. A COW
programme should be included in the operation procedures for that system.
The following are recommendations for cargo transfer equipment. Existing F(P)SOs
that have equipment in service that does not meet the equipments original design
basis, or the minimum recommendations noted below, should base the continued use
of such equipment on a formal risk assessment.
Minimum recommendations
Insulating flanges or a section of non-conducting hose should be installed in all
cargo transfer systems in accordance with ISGOTT recommendations.
Cargo transfer piping systems should be designed in accordance with the applicable
national code for its duty.
Inspection and maintenance recommendations
Insulating flanges should have a documented inspection at least annually to confirm
they provide adequate electrical resistance.
To confirm their suitability for continued use, cargo hoses in service should have
a documented inspection at least annually and in line with the OCIMF publication
Single Point Mooring Maintenance and Operations Guide.
Operating recommendations
Safe operating procedures for hose systems should be documented in the F(P)SOs
operating manual. The manual should contain procedures and guidance on all
aspects of the equipment fitted at the F(P)SO, such as hose storage, handling, and
support and quick connect and disconnect couplings (QCDC).
All equipment used should be certified.
Hoses should be manufactured in accordance with industry guidelines (Guide to
Manufacturing and Purchasing Hoses for Offshore Moorings (GMPHOM)) and/or
international standards. Cargo transfer pipelines should have a documented testing
and inspection programme. This should include a formal annual visual inspection to
check on the condition of the pipelines, protective coatings and, if fitted, insulation
materials. The programme should also include wall thickness measurements and
pressure testing. The interval between tests and inspections should be determined
by reference to the pipeline material, duty, location, and previous experience with
the equipment.
8.5 Tugs and support craft

All F(P)SOs that require tugs and other support craft for berthing and un-berthing
operations should have a formal process to confirm the adequacy of the design,
number and power of tugs and/or support craft to be used for operations at the F(P)SO.
Questions Y N N/A
Has the F(P)SO established the minimum requirements for tugs and support
8.5.1
craft in accordance with the guidance?
Have the tug and support craft emergency and standby requirements been
8.5.2 established to meet the needs of the F(P)SO? Was this based on a risk
assessment?
Have minimum bollard pull and manoeuvring requirements been established

8.5.3 for the sizes and types of offtake tankers? How was this determined? Capture
answer in comment box.
Is staffing sufficient to ensure that all key duties are adequately covered during
8.5.4
continuous (24 hour) duty?
8.5.5 Is there a programme of in-field towing trials?
Is there an unambiguous system of manoeuvring instructions in use between

8.5.6
the pilot and all support vessels?
Do the F(P)SOs records show that all support vessels and tugs have been
8.5.7 evaluated in accordance with the field specific standard and that accepted craft
comply with, or are modified to meet, this standard?
Are pre-arrival checks of all relevant towing equipment undertaken and are
8.5.8
records kept?
Are support craft and tugs staffed, maintained and operated safely? Does the
8.5.9
F(P)SO inspect or audit these records?
If the tugs have a role in man overboard rescue, do they have the proper rescue
8.5.10
equipment and are personnel trained to operate it?
Have the tugs and support craft been audited using either the Offshore Vessel
8.5.11
Inspection Database (OVID) or other inspection guidance?
Is an assessment carried out on the tugs and their crews before they are given
8.5.12
tasks that they have not previously undertaken?
Comments
Comments continued
Guidance
F(P)SOs that require tugs or other support craft for berthing and un-berthing
operations should have a formal process to confirm the adequacy of the design,
number, and power of tugs and/or support craft to be used for operations at the F(P)SO.
Tug and support craft acceptability should take into account factors such as:
The full range of offtake tanker sizes and types to be handled (tugs and line boats).
Loaded and ballasted offtake tanker.
Environmental conditions such as the wind, sea, swell, and current.
Bollard pull certification.
Suitability and ability to handle lines (line boats).
Communications (all support craft).
Permanent tug fendering.
Tug manoeuvrability.
Towing suitability.
Personnel transfer capabilities.
24-hour operation.
Personnel training.
Simulation studies should be undertaken to establish any operational constraints and

limitations.
Minimum bollard pull and manoeuvrability requirements should be established for the
sizes and types of offtake tankers calling at the F(P)SO.
Emergency and standby tug requirements should be established. The F(P)SO should
consider the need for tug or support craft capability related to emergency response,
including:
Pollution control.
Emergency evacuation.
Fire-fighting.
Availability.
Speed of response.
8.6 Lifting equipment

Every F(P)SO should have a programme for examination and periodic load testing of
lifting equipment.
Questions Y N N/A
Does the F(P)SO have a programme for examination and load testing of the lifting
8.6.1
equipment, as listed in the guidance?
8.6.2 Are examinations carried out at intervals not exceeding one year?
Are load tests undertaken at intervals not exceeding five years or more frequently
8.6.3
if mandated by local regulations or company requirements?
Do the F(P)SOs procedures include requirements for all lifting equipment and
8.6.4
their securing points (e.g. pad eyes), as listed in the guidance?
Are all inspections, examinations and repairs carried out on lifting equipment
8.6.5
recorded in the maintenance management system?
Are procedures or lock-out devices in place to prevent lifting a load over

8.6.6
hazardous or critical equipment?
Is there a certification and competency assurance programme in place for crane

8.6.7
operators?
8.6.8 Are there sufficient protection guards and securing points in the lay down area?
8.6.9 Are appropriate cranes certified for personnel transfer?
Comments
Comments continued
Guidance
F(P)SOs should have a programme for examination and periodic load testing of lifting
equipment.
Equipment to be tested and examined includes, but may not be limited to:
Cranes, derricks, davits and gantries.
Store cranes and davits.
Slings, lifting chains, delta plates, pad eyes and shackles.
Chain blocks, hand winches and similar mechanical devices.
Personnel lifts and hoists.
Personnel transfer equipment.
Examinations should be undertaken at intervals not exceeding one year. Load tests
should be undertaken at intervals not exceeding five years, or more frequently if
mandated by local regulations or company requirements. Recommendations include:
All equipment should be tested by a suitably qualified individual or authority.
All test records are to be retained.
All equipment should be clearly marked with its safe working load (SWL), serial
number and the test date.
Equipment is to be suitable for purpose and visually inspected before use.
Maintenance is to be carried out in accordance with the manufacturers guidelines
and is to be incorporated into the F(P)SOs maintenance regime.
If certified equipment is modified or repaired, it should be re-tested and certified
before being put back in service.
Defective equipment is immediately to be withdrawn from service, quarantined, and
only re-instated after repair, examination and certification.
8.7 Single point mooring (SPM) operations

Every F(P)SO operating a single point mooring (SPM) should have procedures in place
to ensure compliance with established standards and recognised industry codes of
practice for operations and maintenance.
Questions Y N N/A
8.7.1 Are there procedures that define the operational requirements for the SPM?
If a marine breakaway coupling (MBC) is installed in the hose string, is it located

8.7.2
in accordance with the manufacturers recommendations?
Is the SPM location (approach manoeuvring area, turning circle, depth of water)
8.7.3
suited for the size of offtake tankers?
Are procedures identified and followed that will prevent an offtake tanker
8.7.4
overrunning the buoy or hose string?
Is the SPM inspected and maintained as per the guidance, including the hawser
8.7.5
and chafe chains?
8.7.6 Are hose testing procedures documented as per the guidance?
8.7.7 Is a procedure in place for determining hose retirement?
Are all critical items of mooring and hose handling equipment inspected before
8.7.8
each operation and the results documented?
Comments
Comments continued
Guidance
F(P)SOs operating a SPM should have procedures in place to ensure compliance with
established standards and accepted industry codes of practice for operations and
maintenance.
Recommendations detailed elsewhere in this document should apply to F(P)SOs
operating a SPM where appropriate.
Additional considerations and requirements

F(P)SOs operating SPMs have additional considerations and requirements to address.
Hose arrangement and design

Guide to Manufacturing and Purchasing Hoses for Offshore Moorings (GMPHOM).
Hawsers and mooring equipment
Guidelines for the Purchasing and Testing of SPM Hawsers.
Recommendations for Equipment Employed in the Bow Mooring of Conventional
Tankers at Single Point Moorings.
Operations and maintenance
Single Point Mooring Maintenance and Operations Guide.
Guidelines for the Handling, Storage, Inspection, and Testing of Hoses in the Field.
F(P)SOs are expected to comply with the above industry guidelines, including
the provision of equipment for mooring tankers. Records should show that the
recommended procedures, tests and inspections are carried out.
If a SPM is used for mooring the F(P)SO, the operating procedures should define the
operational requirements.
If a SPM is being used for offloading, offtake tankers calling at the F(P)SO should be
provided with the procedure covering the mooring operation before the operation
commences.
9. Offtake tanker mooring

9.1 Mooring
Every F(P)SO should provide mooring equipment appropriate for the size of the offtake
tankers. Mooring arrangements suitable for all vessels that will moor at the F(P)SO
should be provided prior to berthing.
Questions Y N N/A
Is the appropriate mooring equipment positioned and sized for the vessels
9.1.1
mooring at the F(P)SO?
Is the SWL of each mooring point or lead known and marked on each mooring
9.1.2
point?
9.1.3 Is the F(P)SO mooring equipment maintained and functionally tested?
9.1.4 Are diagrams of mooring arrangements made available to visiting vessels?
Does the F(P)SO have the latest edition of the OCIMF publication Mooring
9.1.5
Equipment Guidelines?
Is the mooring arrangement sufficient to satisfy the criteria contained in Mooring

9.1.6
Equipment Guidelines?
Has the F(P)SO established operating limits that prescribe the thresholds for
9.1.7 berthing, stopping cargo transfer, disconnecting cargo connections and removing
the offtake tanker from the berth?
Has the F(P)SO established operating limits for any support vessels operating at
9.1.8
the F(P)SO?
Does the F(P)SO have operational procedures in place in compliance with the
9.1.9
guidance?
Does the F(P)SO have operational procedures in place for secondary means of
9.1.10
safe berthing of export tankers?
Comments
Comments continued
Guidance
F(P)SOs should provide mooring equipment appropriate for the size of the offtake
tankers handled. The F(P)SO should also provide mooring arrangements for all vessels
that will moor at the F(P)SO.
The F(P)SO should provide appropriate mooring equipment, that is positioned and
sized for the vessels mooring at the F(P)SO.
The safe working load (SWL) of each mooring point or lead should be known and
marked on each mooring point.
Mooring equipment should be maintained and functionally tested.
F(P)SOs should establish operating limits that prescribe the thresholds for berthing
operations, stopping cargo transfer, disconnecting cargo connections and removing
the vessel from the F(P)SO.
F(P)SOs should establish operating limits for any support vessel operations at the F(P)SO.
The F(P)SO should have operational procedures and appropriate equipment in place to:
Check the adequacy of moorings for each vessel, recognising issues such as mixed
moorings.
Monitor the vessels moorings and take corrective action when required.
Ensure that the vessel remains securely moored in the correct position at the F(P)SO.
For tandem operations, the F(P)SO should ensure that the hawser tension and
hawser angle are monitored.
For side-by-side operations, the F(P)SO should ensure that line tension is monitored.
It is recommended that line tensions be measured.
Measure wind speed and direction.
Measure and monitor sea state and swell condition.
Measure current speed and direction.
The F(P)SO should have its own locally installed anemometer for measuring wind
speed and direction. It is recommended that the F(P)SO should have a locally installed
current meter for measuring the speed and direction of the current.
It is recommended that the mooring patterns for all vessel sizes are determined
through an engineering (mooring and fendering) analysis during the initial stages of
designing the F(P)SO.
F(P)SO must have operational procedures in place for safe berthing of export tankers i.e:
Use of Pneumatic Line throwers (PLT) / Infrared range finders.
T
wo vessel operations for safe berthing using work boat for messenger / hawser /
hose exchange and an Offshore Support Vessel / Tug as a brake tug during approach,
followed by the Offshore Support Vessel / tug as a static tow tug during the offtake.
F(P)SOs offloading to tankers have additional considerations and requirements to

address.
Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO Facilities.
Offloading Guidelines for Bow Loading Tankers At Offshore Terminals (to be issued in due
course).
9.2 Fendering
Fendering systems should be designed to suit the size of offtake tankers expected to
use the F(P)SO, and to ensure the safe berthing and mooring of vessels at the F(P)SO.
Questions Y N N/A
Can the F(P)SO demonstrate that the design of the fenders is compatible with
9.2.1
the range of ship sizes and types that berth at the F(P)SO?
Do any proposed modifications to the size range of ships handled by the F(P)SO
take into account:
Displacement?
9.2.2
Speed of approach on berthing?
Position of the fenders relative to the offtake tankers mid-point and the
available flat side?
Is the maximum allowable displacement and speed of approach when berthing

9.2.3 recorded in the operating procedures and understood by responsible F(P)SO
personnel?
Has the F(P)SO ensured that the offtake tanker personnel and support craft
9.2.4
have been formally advised of the maximum fender operating limits?
Do fenders lie within the parallel mid-body length of the offtake tankers
9.2.5
expected to use the berth?
9.2.6 Is the fender system intact and in good condition?
9.2.7 Are the fenders inspected as part of the routine maintenance plan?
If fender panels are used, are they maintained in a vertical orientation with
9.2.8
their faces free of obstruction and protrusions?
Are procedures in place to deal with damaged fendering system components

9.2.9
and are spare parts readily available?
Where the use of temporary fendering is considered, do the procedures require

9.2.10
an engineering analysis and risk assessment before implementation?
Comments
Comments continued
Guidance
Fendering systems should be designed to suit the operations expected to occur at the
F(P)SO so as to ensure the safe berthing and mooring of vessels at the F(P)SO.
Fender design
For the purposes of these criteria, the term fendering system should include the fender,
supporting equipment, such as chains and wires, and the related deployment system.
The design of the fenders should be compatible with the range of ship sizes and types
handled by the F(P)SO.
Fender operating limits for berthing

The speed of the vessel when berthing should be controlled to ensure that the force on
contact with the fenders is within the manufacturers defined limits.
The F(P)SO should advise the offtake tanker personnel and support craft of the
maximum permissible berthing speed.
Fender location
On initial berthing, and while the vessel is lying alongside, the fenders should lie within
the parallel mid-body of the vessel. The fenders should be located symmetrically along
the length of the vessel.
Fender panels
Fender panels should have a smooth rubbing face without obstructions and
proportioned such that the:
Bottom edge of the panels is positioned to prevent low freeboard vessels from
catching underneath the panel.
Upper edge of the panel is located to prevent any protrusions (e.g. rubbing strips) on
the ships hull from catching on the top of the panel.
Damaged fendering
When fendering system components become damaged, the use of temporary
fendering may be considered. However, this should be based on an engineering
analysis and a risk assessment, and following the implementation of the resulting
recommendations.
10. Communications
10.1 Operational communications
Every F(P)SO should have a primary and secondary means of communication with
offtake tankers.
Questions Y N N/A
Does the F(P)SO have a primary and secondary means of communication with
10.1.1
offtake tankers?
Do portable VHF/UHF and radiotelephone systems comply with safety

10.1.2
requirements?
Do personnel who need to communicate between the F(P)SO and the offtake
10.1.3
tanker speak and understand a common working language?
Do procedures require the suspension of operations in the event of a

10.1.4
communication failure?
Is the communication between the F(P)SO and the offtake tanker dedicated to
10.1.5
cargo transfer operations?
Is the primary communication between the F(P)SO and the offtake tanker
10.1.6
continuously manned?
Comments
Comments continued
Guidance
F(P)SOs should have a primary and secondary means of communication with offtake
tankers.
Portable VHF/UHF and radiotelephone systems should comply with the appropriate
safety requirements. (See also 6.1 Electrical Equipment.)
The F(P)SO should ensure that the provision of means of communication, including
a backup system between the F(P)SO and offtake tanker, will be covered in the
operational safety agreement.
Communication between the responsible person on duty and the responsible person
on the offtake tanker should be maintained in the most efficient way possible. The
communications system used should be dedicated to the cargo transfer operations and
not subject to outside interference from other communication activity within the F(P)SO.
When VHF/UHF or radiotelephone systems are used, units should be portable and
carried by the responsible person on duty and the responsible person on the offtake
tanker. To ensure immediate access, radiotelephone channels should be restricted to a
minimum number of users with minimal traffic.
Should all the agreed means of communication fail, cargo transfer should be
suspended until the problem is resolved.
Where there are difficulties in verbal communications, these should be overcome by
appointing a person with technical and operational knowledge and command of a
language understood by both F(P)SO and offtake tanker personnel.
Where the national language is used by both F(P)SO and offtake tanker, it is acceptable
for communications to be conducted in that language. Where the national language is
not being used, the common language should be English. The IMOs Standard Marine
Communication Phrases can be used to convey all necessary basic communications.
Should language difficulties be experienced that threaten to affect the safety of
operations, cargo transfer should be suspended until the problem is resolved.
10.2 Pre-arrival communications

Every F(P)SO should have procedures in place to manage the exchange of information
between the offtake tanker and the F(P)SO before the offtake tanker moors. This is to
ensure the safe and timely arrival of the vessel at the F(P)SO, and when both parties
are ready to commence operations.
Questions Y N N/A
Does the F(P)SO have procedures in place to manage the exchange of
10.2.1 information between the offtake tanker and the F(P)SO before the vessel
berths?
Are effective pre-arrival communications conducted between the F(P)SO and the
10.2.2
offtake tanker, in line with the guidance given in the marine terminal handbook?
Comments
Guidance
F(P)SOs should have procedures in place to manage the exchange of information
between the offtake tanker and the F(P)SO before the vessel moors. This is to ensure
the safe and timely arrival of the offtake tanker at the F(P)SO, with both parties ready
to commence operations.
Prior to the offtake tankers arrival, the F(P)SO will receive details of the vessels
estimated time of arrival (ETA) in accordance with voyage instructions.
Before arriving at the F(P)SO, the offtake tanker should exchange information (as
defined by the marine terminal handbook) with the F(P)SO.
11. Navigation, propulsion and active heading control

11.1 Dynamic positioning and active heading control
Every F(P)SO that has active heading control should have procedures in place to
manage the operation and integrity of its equipment. The F(P)SO should be able
to demonstrate the equipments reliability and the competency of its personnel to
operate it.
Questions Y N N/A
Does the F(P)SO have onboard a copy of the most recent dynamic positioning
11.1.1
(DP) trials report?
Does the F(P)SO have in place detailed Failure Mode Effects and Criticality
11.1.2
Analysis (FMECA) of the listed safety critical systems?
Are the processes related to the qualification and training of personnel in place
11.1.3
and in accordance with the guidance?
Does the F(P)SO have a procedure in place to ensure sufficient redundancy in

11.1.4
power in heavy weather without relying on gas turbines?
Does the F(P)SO have a mooring tension monitoring system that is working
11.1.5
reliably?
11.1.6 Does the F(P)SO maintain a tension history logging of the hawser service?
Does the F(P)SOs positional reference system maintain a fixed reference point
11.1.7
that is maintained even after power loss and reboot?
For F(P)SOs that use active heading control but do not have DP, is the F(P)SO
11.1.8
able to demonstrate redundancy in heading control?
Comments
Comments continued
Guidance
The following documents provide information related to DP equipment, operations,
trials and training:
IMO MSC Circular 645.
IMCA M 103 Guidelines for the Design and Operation of Dynamically Positioned
Vessels.
IMCA M 117 The Training and Experience of Key DP Personnel.
IMCA M 162 Failure Modes of Variable Speed Thrusters.
IMCA M 166 Guidance on Failure Mode and Effects Analysis.
IMCA M 178 FMECA Management Guide.
IMCA M 190 Guidance for Development and Conducting DP Trials Programmes for
DP Vessels.
IMCA M 191 Guidance for Annual DP Trials for DP Mobile Offshore Drilling Units.
11.2 Navigation and propulsion on disconnectable F(P)SOs

Every F(P)SO that is disconnectable should ensure that the main propulsion and
steering systems are available for operation and that adequate, competent personnel
are available to navigate the F(P)SO when it is underway. The F(P)SO shall ensure that
appropriate systems and equipment are available and operational, as required by
SOLAS and the International Collision Regulations.
Questions Y N N/A
11.2.1 Does the F(P)SO comply with requirements detailed in the guidance?
Does the F(P)SO have a safety management system (SMS) that complies with
11.2.2
the ISM code?
Does the SMS establish that the Master has the overriding authority and the
11.2.3 responsibility to make decisions with respect to safety, navigation and pollution
prevention when disconnected?
Does the F(P)SO have processes in place to ensure that there are adequate,
11.2.4 qualified personnel onboard at all times and who have IMO STCW
qualifications?
11.2.5 Does the F(P)SO have records of the testing of propulsion and steering systems?
Does the F(P)SO have plans in place which identify actions required to be
11.2.6 carried out in preparation for disconnection and transit on a seagoing voyage,
as detailed by the guidance?
11.2.7 Are watch-keeping arrangements for sea passages in place?
Does the F(P)SO have records showing that navigation equipment is maintained
11.2.8
and tested regularly?
11.2.9 Does the F(P)SO have plans in place for ensuring adequate bunkers are kept onboard?
11.2.10 Does the F(P)SO conduct disconnect drills on at least an annual basis?
11.2.11 Are all marine systems in a state of readiness for operations while underway?
11.2.12 Does the F(P)SO maintain valid certification to permit sailing?
Does the F(P)SO have clear guidance on hand over of command of the F(P)SO
11.2.13
prior to disconnection and re-connection?
Does the F(P)SO have clear guidance work & rest hours for all personnel whilst
11.2.14
the F(P)SO is a ship?
Does the F(P)SO have clear guidance on IMO Maritime Labour Convention (MLC)
11.2.15
Compliance with respect to definition of seafarer?
Comments
Comments continued
Guidance
F(P)SOs that are designed to be disconnectable on a regular basis in order to avoid
adverse weather or ice should have in place, as a minimum:
A Safety Management System (SMS) that is compliant with the ISM Code.
Maintenance records for propulsion, steering, navigation and power generation,
including the test running of emergency generator(s).
Sufficient qualified personnel in compliance with STCW 95 Regulations, and as
required by the F(P)SOs Safe Manning Certificate.
Deck officers who are familiar with switching from engine room to bridge control,
and between bridge control stations (if applicable).
Maintained and up to date:
charts for voyage plan (including extreme weather avoidance or dry docking);
lists of lights;
tide tables;
sailing directions;
Nautical Almanac (current edition); and
Annual Summary of Notices to Mariners and Chart Catalogue (current edition).
Availability and compliance with policy for maintaining minimum bunker fuel
supplies.
Adequate bunkers for the intended voyage.
Navigational procedures.
Classed and flagged.
IMO requirements for the latest Safety of Life at Sea (SOLAS).
Flag state and port state marine regulations.
All valid class required certification.
All valid statutory required certification.
All IMO required documentation.
A handover protocol from the OIM to the Marine Supervisor (Master).
Process shutdown and disconnect procedure.
Disconnect drills on an annual basis records to be kept.
NOTE: Some F(P)SOs have the limited capability to disconnect and sail under their
own power at end of their field life or for a dry docking, and disconnection is not an
operational capability. Before disconnection, the FPSO will have in place the above
requirements, but would not be required to comply with them while in normal
production operation.
Note: Once disconnected all personnel on board the F(P)SO are seafarer under the
definitions of IMO Maritime Labour Convention (MLC) 2006.
12. Operations in ice

12.1 Operations in extreme cold or ice conditions
Every F(P)SO should have adequate processes and equipment to ensure that all F(P)SO
activities can be safely conducted.
Questions Y N N/A
Are senior personnel aware of the limitations of the F(P)SO in respect to
12.1.1
operating in extreme cold or ice?
12.1.2 Does the F(P)SO have an ice management plan?
Are emergency drills being conducted in association with operations in

12.1.3
extreme cold or ice conditions?
Is the crew properly trained for potential operations in extreme cold or ice
12.1.4
conditions and is it aware of exposure hazards?
12.1.5 Have there been any repairs necessitated by ice damage since the last inspection?
Comments
Comments continued
Guidance
In addition to the guidance included for other criteria, the following should be
addressed:
Plans, procedures and the provision of equipment should address the specific
hazards associated with the operating environment.
Personnel should be trained and equipped to work in the anticipated conditions.
The suitability of fire-fighting, life-saving and first aid equipment for operation in
cold or ice conditions.
Scheduling requirements taking into account the limitations posed by
environmental conditions and the availability of appropriate support craft.
Ice forecasting and surveillance procedures.
Emergency and spill response procedures appropriate for the anticipated conditions.
13. Helicopter operations

13.1 Helicopter operations
Every F(P)SO should have suitable resources and equipment to ensure that helicopter operations can be
safely conducted.
Questions Y N N/A
Do personnel engaged in helicopter operations understand the helicopter
13.1.1
operational parameters associated with landing or taking off from the F(P)SO?
Are there procedures in place to ensure there are no heading changes during
13.1.2
helicopter operations?
Are helicopter briefings conducted for all personnel leaving the F(P)SO, and
13.1.3 are all personnel travelling by helicopter required to undergo a Helicopter
Underwater Evacuation Training (HUET) course?
Is there an adequate number of formally qualified Helicopter Landing Officer

13.1.4
(HLO) and Heli-deck Assistants (HDAs) available onboard the F(P)SO?
If refuelling is required, is there an adequate number of formally qualified

13.1.5
Helicopter Refuellers onboard?
13.1.6 Is the heli-deck maintained in readiness for helicopter operations?
13.1.7 Is the aviation log book being kept as required?
13.1.8 Are personnel properly trained for helicopter operations?
Comments
Guidance
Reference should be made to the recommendations contained in the latest edition of the ICS publication
Guide to Helicopter/Ship Operations for supporting information.
14. Dynamic positioning operations

14.1 Dynamic positioning offtake tankers
In fields where offtake tankers with dynamic positioning (DP) capability are required to
undertake the cargo offloading. To ensure safe transfer, the operations should meet the
required industry guidelines.
Questions Y N N/A
Are the offtake procedures and the offtake tanker requirements made
14.1.1
available to the offtake tanker crew prior arrival at the field?
14.1.2 Do the offtake procedures contain a step-by-step planning of the operations?
Within the pre-arrival information exchange, is it verified that the offtake

14.1.3
procedures have been read and understood by the offtake tanker crew?
Are all tanker station keeping and cargo operations adequately monitored
14.1.4 from the terminal control room by a combination of CCTV, instrumentation,
deck inspections and/or support craft surveillance?
If sea conditions require specialist tankers with rapid disconnect capability,

14.1.5 does the terminal use redundant telemetry and the green line system as a
safeguard against export incidents?
14.1.6 Are emergency stop procedures identified and tested regularly?
If tankers rely on F(P)SO reference instrumentation, do these have adequate

14.1.7
redundancy by guideline and FMECA and are they regularly calibrated/tested?
If terminal actively adjusts its heading or position during export, do all

14.1.8 required systems have adequate redundancy according to guidelines and an
actively used FMECA, and are there regular FMECA trials/updates?
Are DP Class and/or redundancy fail-safe provisions adequate for the

14.1.9
harshness of field environmental conditions?
Are only offtake tankers accepted which have been subjected to a FMECA, verified
14.1.10
by trials, with all deficiencies rectified since the last significant modification?
Has the tanker crew adequate and competent manning for 24-hour
14.1.11
continuous export operation in accordance with guidelines?
14.1.12 Does the terminal FPSO staff check?
For a DP2 offtake tankers, do the DP/thrust capability plots show the tankers
14.1.13
have adequate power after the worst single failure for the field environment?
Is there a procedure in place, agreed by both F(P)SO and the offtake tanker, that
14.1.14
details the actions that must be taken in event of the worst single failure event?
Do the F(P)SO offtake procedures require the offtake tanker to confirm to

have the following tested as a minimum:
BLS equipment?
Telemetry?
14.1.15
Position Reference Systems?
Main engine emergency stop/zero pitch?
Thruster emergency stop/zero pitch?
DP computers?
Are offtake tankers audited at regular intervals by duty holders/field

14.1.16 operators (i.e. the party responsible to regulator(s) for conducting safe
operations within a 500m zone of installation)?
Are offtake tanker crew matrices reviewed before tanker acceptance (as per
14.1.17
Oil and Gas UKs Tandem Loading Guidelines)?
Comments
Guidance
DP offtake tankers and F(P)SOs are expected to operate in line with the guidance
provided in the Oil and Gas UKs Tandem Loading Guidelines (OCIMFs Guidelines for
Bow Loading Tankers at Offshore Terminals will be published due course). Records
should show that the recommended procedures, tests and inspections are carried
out. Operators should be aware of offloading emergency shutdown procedures and
methods of initiation.
A hazard identification study (HAZID) or risk assessment should be carried out,
covering the risks associated with offloading emergency shutdown procedures.
Full use should be made of safety checklists to address the key steps in the transfer
operation, from pre-arrival of the offtake tanker to its unmooring and departure within
the offtake procedures.
Example
forms
reference only
Appendix A: F(P)SO information

The following form should be completed by the F(P)SO. The information provides basic
data that will be included in the assessment report.
Name and location
Country
F(P)SOs Lat Long
Lat Long
Lat Long
Ownership
Company % share
Name of designated F(P)SO operator
Responsible person or company for the following F(P)SO functions
Tugs Pilotage
F(P)SO manager
Name Email
Phone Fax Title

Alternative contact (company representative)
Name Email
Phone Fax Title
Type of facility
FPSO FSO FSU
Mooring type
Span moored Fixed turret Disconnect turret
Fixed buoy Disconnect buoy
Products handled
Crude oil Condensate LPG
LNG
Offtake manner
Tandem Side-by-side
Calm buoy Pipeline

Simultaneous
discharges
Production loading
Imports Exports
Type of Quantity (1,000s) Type of Average quantity per Number of shipments
product bbls per day product export (1,000s) bbls (per year)
Crude oil Crude oil
LPG LPG
LNG LNG
Condensate Condensate
Total Total
Storage capacity of F(P)SO
Capacity Total capacity (000s m3)

Crude
Condensate
LPG
LNG
Type of offtake tankers
Crude Crude carriers > 60 Kts
MR Medium range product ships 10 60 Kts
LCT Local coastal tankers < 10 Kts
GCs Gas carriers <60k m3
VLGCs Very large gas carriers >60k m3
LNG LNG tankers >130k m3
Date of completion: __________________________

The following additional information should be provided if it is readily available:
Information Hose 1 Hose 2 Hose 3 Guidance notes
A1 Product
A2 Hose manufacturer
A3 Hose diameter millimeters
A4 Tanker rail hose diameter millimeters
A5 Hose length (overall) meters
A6 Number of sections In complete string
Date first used

A7 Time in service
DD-MM-YYYY
A8 Last inspection date DD-MM-YYYY
Marine breakaway coupling

A9
(MBC) manufacturer
A10 Type of MBC Petal or valve
Single or double
A11 MBC operation
acting
A12 MBC last inspection date DD-MM-YYYY
Information Hawser 1 Hawser 2 Guidance notes
B1 Hawser manufacturer
B2 Hawser type Grommet or single span
B3 Hawser length meters
B4 Hawser diameter millimeters
Date first used

B5 Time in service
DD-MM-YYYY
B6 Last inspection date DD-MM-YYYY
B7 Number of exports
B8 Hawser weak link Inspection DD-MM-YYYY
Information QCDC 1 QCDC 2 QCDC 3 Guidance Notes
Quick connect/disconnect
C1
coupling (QCDC) manufacturer
C2 Product
C3 QCDC type
C4 QCDC diameter millimeters
Date first used

C5 Time in service
DD-MM-YYYY
C6 Last inspection date DD-MM-YYYY
C7 Activation method
Guidance
Information FENDER 1 FENDER 2 FENDER 3 FENDER 4 FENDER 5
Notes
Fender
D1
manufacturer
D2 Fender types
D3 Number in service
D4 Fender length metres
D5 Fender diameter metres
D6 Fender weight tonnes
Date first used

D7 Time in service
DD-MM-YYYY
D8 Last inspection date DD-MM-YYYY
D9 Deployment method
Appendix B: Example scorecard
Compliance Finding F(P)SO response

1. Regulatory compliance
1.1 Certification
1.2 Compliance
1.3 Safety Management System
1.4 F(P)SO Info/Port Regs
1.5 Documentation
2. Crew and contractor management

2.1 General
2.2 Training of personnel
3. Navigation equipment
3.1 Navigation equipment
4. Safety and security management

Management of Change
4.1
(MOC)
4.2 Safety programme
4.3 Emergency response plan
4.4 Emergency evacuation
4.5 Risk management
4.6 Water depth surveys
4.7 Security
4.8 Control of work
4.9 Environmental limits
F(P)SO/Export operation
4.10
agreement
4.11 F(P)SO/Export checklist
F(P)SO/Export cargo
4.12
operations
4.13 Personnel transfer
4.14 Lifesaving/First aid
4.15 Fire protection
4.16 Occupational health

Compliance Finding F(P)SO response

5. Electrical equipment
5.1 Electrical equipment
5.2 Portable equipment
5.3 Lighting
6. Pollution prevention and environmental management

6.1 Pollution prevention
6.2 Cargo draining/contain
6.3 Spill response plan
6.4 Pollution and emissions
7. Structural condition
7.1 Structural surveys
7.2 Maintenance/Inspection/Testing
8. Operations
8.1 Compatibility criteria
8.2 Vetting verification
8.3 Pilotage
8.4 Cargo transfer equipment
8.5 Tugs/Support craft
8.6 Lifting equipment
8.7 SPM operations
9. Offtake tanker mooring

9.1 Mooring
9.2 Fendering
10. Communications
10.1 Operational communications
10.2 Pre-arrival communications
11. Propulsion and power management

Dynamic positioning and active
11.1
heading
11.2 Navigation and propulsion
12. Operations in ice

12.1 Operations in ice
13. Helicopter operations

13.1 Helicopter operations
14. Dynamic positioning operations

14.1 Dynamic positioning offtake tankers
Appendix C: Record of opening meeting
F(P)S) OPERATIONAL ASSESSMENT MEETING ATTENDANCE SHEET
NAME OF MEETING LEADER (ASSESSOR(S)) REFERENCE NO.
MEETING TYPE
OPENING CLOSING DAILY REVIEW MID-ASSESSMENT
PURPOSE OF ASSESSMENT:
A. Assessor(s) to explain the requirements of Marine Assurance accountabilities.
DELIVERY PROCESS:
A. Hardcopy report following assessment.
B. Assessor(s) should explain the workings of the assessment, as well as its internal and external uses.
C. Assessor(s) to explain the feedback process within the report.
ATTENDEES
NAME TITLE EMAIL ADDRESS
F(P)SO management present at opening meeting:

Marine Assurance Audit Presentation
Programme for the assessment
Overview of operations:
Appendix D: Record of closing meeting
F(P)SO OPERATIONAL ASSESSMENT MEETING ATTENDANCE SHEET
REFERENCE
NAME OF MEETING LEADER (ASSESSOR(S))
NO.
MEETING TYPE
OPENING CLOSING DAILY REVIEW MID-ASSESSMENT
PURPOSE OF ASSESSMENT:
A. Assessor(s) to explain the requirements of Marine Assurance accountabilities.
DELIVERY PROCESS:
A. Hardcopy report following assessment.
B. Assessor(s) should explain the workings of the assessment as well as its internal and external uses.
C. Assessor(s) to explain the feedback process within the report.
ATTENDEES
NAME TITLE EMAIL ADDRESS
F(P)SO management present at closing meeting held at (time):

Closing meeting included the following:
A review of findings:

Procedure for producing final report:
A voice for safety
Oil Companies
International Marine Forum
29 Queen Annes Gate
London SW1H 9BU
United Kingdom
T +44 (0)20 7654 1200

F +44 (0)20 7654 1205
E enquiries@ocimf.com
ocimf.com

Guidelines On The Marine Assessment of F P SOs Assessment Criteria and Questionnaire

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

Guidelines on the marine

Oil Companies International Marine Forum

The Oil Companies International Marine Forum (OCIMF)

4 Safety and security management 25

6 Pollution prevention and environmental management 61

CCTV Closed Circuit Television

Using the assessment questionnaire

Guidelines for assessment

Conducting the assessment

Registry / Load Line / Tonnage Certificates

International Load Line Certificate /

International Tonnage Certificate

Cargo Ship Safety Equipment

Cargo Ship Safety Radio Certificate

Radio Licence Certificate

Cargo Ship Safety Radio Exemption

Maritime Labour Convention

International Air Pollution

International Sewage Pollution

International Pollution Prevention

International Anti Fouling System

Civil Liability for Oil Pollution

Civil Liability for Bunker Oil

Ship Sanitation Control Certificate

Document of Compliance (copy)

Minimum Safe Manning Certificate /

Continuous Synopsis Record(s)

Ship Security Alert System Certificate

Ship Security Plan (not for examination

Register of Ships Lifting Appliances

Damage control booklets

Cargo securing manual

Intact stability booklet

Offshore Support Vessel Certificate

Document of Compliance with the

Dangerous goods manifest or

Garbage management plan and

Diving Systems Safety Certificate

Dynamically Supported Craft

Oil Record Book (PART 1 & 2)

Ship Emergency Response Service

Stability Program Installation Test

Loading Computer Certification

Emergency Towing Apparatus

Medical Locker Certificate

Noise Survey Report

Ballast Water Management Plan

H&M Insurance certificate

Employer liability insurance

Locally Applicable Additional Certificates

Shipboard Marine Pollution

1.3 Management System

Is there a documented management of change process for handling temporary

1.4 F(P)SO information and port regulations

1.4.3 Is the exchange of information formalised?

Safety and security information:

Miscellaneous information and requirements:

Does the documentation available at the F(P)SO include comprehensive as-

2. Crew and contractor management

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

Does the Management System provide guidance on Work/rest hours compliant

2.2 Qualification and training of personnel