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Upstream Marine

Standard
Chevron Upstream & Gas (U&G)

Version Date Originator


Rev. 3.1 01-Jan-2015 Marine Safety, Reliability and Efficiency (MSRE) OE Process
Advisor / Global Upstream Marine Authority / Upstream Marine
Manager

One Upstream Marine Standard | One risk management process | Zero incidents

© 2015 by Chevron U.S.A. Inc.


©2015 by Chevron Corporation

This document contains proprietary information of Chevron Corporation. Any use of this document
without express, prior, written permission from Chevron Corporation and/or its affiliates is prohibited

Public
Upstream Marine Standard – U&G

Table of Contents
1  Standard ......................................................................................................................... 1 
1.1  Purpose and Objectives ....................................................................................... 1 
1.2  Compliance with Standards .................................................................................. 1 
2  Chartering of Vessels .................................................................................................... 1 
2.1  Introduction........................................................................................................... 1 
2.2  Internal User Group Requirements ....................................................................... 1 
2.2  Minimum Vessel Bid Requirements ...................................................................... 2 
2.3  Mitigation Process for Vessels Below Preferred Specification .............................. 4 
2.4  Terminal Support Vessel Operations – Attestation of Fitness ............................... 4 
3  Competency ...................................................................................................................5 
3.1  Introduction........................................................................................................... 5 
3.2  Key Vessel Personnel .......................................................................................... 5 
3.3  Minimum Competency Requirements ................................................................... 5 
3.4  Assurance of Competency ................................................................................... 7 
3.5  Mitigation Actions If Requirements Are Not Met ................................................... 7 
4  Vessel Assurance .......................................................................................................... 9 
4.1  Introduction........................................................................................................... 9 
4.2  Vessel Inspections................................................................................................ 9 
4.3  MODU Marine Inspections ................................................................................. 11 
4.4  Upstream Marine Risk Management Process..................................................... 13 
4.5  Verification Through Random Inspections .......................................................... 14 
4.6  Bulk petroleum - Requirements and jurisdiction.................................................. 15 
4.7  Subsea Installation Vessel Equipment Assurance Requirements (SIVAP) ......... 15 
4.8  Strategic & High Impact/Low Probability (HILP) Transportation Verification
Standard ............................................................................................................. 17 
5  Safety Culture Development ....................................................................................... 23 
5.1  Introduction......................................................................................................... 23 
5.2  Pre-contracting Safety Discussions .................................................................... 24 
5.3  Safety Orientation ............................................................................................... 24 
5.4  Operation Meetings ............................................................................................ 24 
5.5  Crew Changes .................................................................................................... 24 
5.6  Daily IFO Communication With All Vessels ........................................................ 25 
5.7  CHESM/MSW/MSRE Work In Progress Activities integration............................. 25 
5.8  Marine Investigation and Reporting (II&R) Reporting for MSRE scope vessels .. 26 
5.9  Joint OVMSA Verification & Assessment (JOVA) Protocol ................................. 27 
6  Personnel Transfer ...................................................................................................... 30 
6.1  Responsibilities and Procedures ........................................................................ 30 
6.2  Personnel Transfer by Basket/FROG ................................................................. 31 
6.3  Personnel Transfer from Vessel to Vessel at Sea .............................................. 31 
6.4  Boat Crew........................................................................................................... 31 
6.5  Procedure for Boat Transfer in Specialist Operations ......................................... 31 
6.6  Gangway Transfer of Personnel ......................................................................... 31 
6.7  Gangway Transfer from Vessel to Shore ............................................................ 32 

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6.8  Transfer by Swing Rope ..................................................................................... 32 


6.9  Transfer by Pilot Ladder ..................................................................................... 33 
7  Cargo Handling ............................................................................................................ 33 
7.1  Introduction......................................................................................................... 33 
7.2  Containers .......................................................................................................... 33 
7.3  Pre-Slung Cargo ................................................................................................. 34 
7.4  Critical/Heavy Lifts .............................................................................................. 34 
7.5  Tag Lines ........................................................................................................... 34 
7.6  Cargo Securing .................................................................................................. 35 
7.7  Selective Unloading (Cherry Picking) ................................................................. 36 
7.8  Back-Loading Liquid Products from Offshore ..................................................... 36 
8  Anchor Handling .......................................................................................................... 36 
8.1  Introduction......................................................................................................... 36 
8.2  General Rule for Anchoring ................................................................................ 36 
8.3  Emergency Anchoring ........................................................................................ 37 
8.4  Anchoring of Mobile Offshore Units .................................................................... 37 
8.5  Written Mooring Operation Procedure ................................................................ 37 
8.6  Pre-Move Meetings ............................................................................................ 38 
8.7  Minimum Anchor and Mooring Line Clearances ................................................. 38 
8.8  Vessels Involved in Anchor Handling Operations ............................................... 39 
8.9  Special Considerations ....................................................................................... 39 
8.10  Sockets .............................................................................................................. 40 
9  Hose Management ....................................................................................................... 40 
9.1  Introduction......................................................................................................... 40 
9.2  Hose Management ............................................................................................. 40 
9.3  Flotation Collars ................................................................................................. 41 
9.4  Connectors ......................................................................................................... 41 
9.5  Breakaway/Weak link Couplings ........................................................................ 41 
10  Vessel and Installation Communication .................................................................... 41 
10.1  Introduction......................................................................................................... 41 
10.2  Vessel – Installation Communication .................................................................. 41 
10.3  Vessel – Installation Communication Mitigation .................................................. 42 
10.4  Marine Safety Awareness for Installation Personnel ........................................... 42 
11  DP (Dynamic Positioning) Standard........................................................................... 42 
11.1  Introduction......................................................................................................... 42 
11.2  All Upstream DP Vessels Including Drilling, Testing and Well Intervention
Vessels or Units ................................................................................................. 43 
12  MODU Standards ......................................................................................................... 43 
12.1  Introduction......................................................................................................... 43 
12.2  Application .......................................................................................................... 43 
13  Survival Craft Standards ............................................................................................. 43 
13.1  Introduction......................................................................................................... 43 
13.2  Application .......................................................................................................... 43 
13.3  Standard ............................................................................................................. 43 

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14  Terminal Support Vessel Standard ............................................................................ 44 


14.1  Scope ................................................................................................................. 44 
14.2  Minimum Vessel Specifications .......................................................................... 44 
14.3  Crew Competency Assurance ............................................................................ 45 
14.4  Mooring Master / pilot / Tug Master exchange .................................................... 45 
14.5  Continual Improvement – Terminal Support Vessel operations .......................... 45 
14.6  Operational Requirements .................................................................................. 45 

List of Tables
Table 1: Vessel Bid Requirements ............................................................................................ 3 
Table 2: Vessel Personnel Competency Requirements ............................................................ 5 
Table 3: Summary of Assessment & Verification Activities (SIVAP) ........................................ 16 
Table 4: Project Execution Prioritization Matrix – Strategic and HILP Risks (2014) ................. 18 
Table 5: Transportation Engagement & Assessment .............................................................. 19 
Table 6: Marine Transportation ‘Pre-sail’ Verification Requirements ....................................... 23 
Table 7: Minimum JOVA Assessments (Per Annum/per SBU) ................................................ 30 

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1 Standard
1.1 Purpose and Objectives
This procedure identifies the requirements and activities necessary to deliver safe, reliable
and efficient marine services in Chevron Upstream and Gas (U&G) business units. This
procedure will help business units sustain incident-free, reliable and efficient marine
operations.

1.2 Compliance with Standards


All ‘in scope’ upstream marine operations (MSRE OE Process § 1.2) shall comply with
Chevron Upstream Marine Standard, including adherence to all applicable Classification,
local, Port and Flag State Laws and Regulations.

MSRE OE Process (valid from 14 Nov 2012) Scope


This process applies to all U&G marine vessels including MODUs (Mobile Offshore
Drilling Units including moored and/or DP drillships or semisubmersibles, submersibles
and tender assist drilling units), DP (dynamically positioned) vessels, seismic vessels,
accommodation vessels or barges, lift boats and all other (non bulk petroleum) upstream
offshore vessels chartered by Chevron, as well as those vessels contracted by an affiliate or
contractor, that provide marine support or marine services within Chevron’s area of
operations. Major and small capital project vessels are included in scope. Area of
operations is defined as any area where in scope assets are deployed in offshore
exploration, development and production operations or during port and/or marine
construction activities

Any situation where dispute arises (or determination is required) from the operational
application of the Upstream Marine Standard inside an SBU area of operation shall be
directed in the first instance to the SBU Upstream Marine Authority and if necessary
elevated to the U&G MSRE Advisor (U&G Upstream Marine Authority).

2 Chartering of Vessels
2.1 Introduction
This procedure describes the methods by which Upstream and Gas (U&G) will ensure that
contracted (and/or subcontracted) vessels are fit for purpose.

2.2 Internal User Group Requirements


To ensure that vessels deployed in operations are fit for purpose at all times, Supply Chain
Management and Operations teams must possess a thorough common understanding of the
minimum technical requirements applicable to each individual operation, terminal or
facility (refer definition Section § 14.2). It is vital that the correct level of definition for
each towing operation be established and agreed in advance of operations. For each type
of operation, the internal customer shall define in the terminal SOPs the specific minimum
requirements for any vessel services required. The determination exercise must achieve the
correct level of definition and shall address the following areas:

 Time period of need

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 Commencement date of hire or operations commencement


 Type and area of operation
 Cargo capacities
 Bulk capacities
 Operating water depth
 Brake Horse Power (BHP) Engine/Propulsion capacity (ahead and astern capability)
 Berths, number of crew, passengers and client berths required, as applicable
 Other Equipment (Crane, fire fighting, Dynamic Positioning (DP), etc.), as applicable
 Crew competency and assurance requirements including definition of any DP
certification and competency requirements.
 Additional and specific levels of crew competency for specialist operations (e.g.
terminal towing support) or other high risk operations
 Terminal support factors – including in-port or terminal area specific pilotage plan
identifying passage speeds, high-risk sections, abort measures / locations &
emergency response measures
 Towing: Vessel Type suited to this work (ASD / Conventional / Tractor / Voith
Schneider / DP / Bow Or Stern Winch or both/ etc)
 Towing: Define type of ‘Assist Services’ to be provided – (Alongside push/pull //
working on a towline // Escort // Transverse Arrest // Hold-Back // Hose - Line
Handling / etc. as appropriate)
 Towing: Bollard Pull, and testing regime
 Terminal support vessel towing Bollard Pull: Shall be established with due
consideration to expected efficiency of the tug in an offshore environment
 Towing: Clearly define towing vessel equipment requirements, winch capabilities,
towing pennants, shackles, gobbing equipment or towing pins and suitability, tow
line tension monitoring / heave compensation requirements and procedures, as
applicable. Specific requirements for ASD, conventional propulsion, bow thrusters
and/or minimum DP requirements shall be made for all towing / terminal support
vessels
 Chain locker capacity, as applicable
 Intact and damage stability assessment for the proposed operations

2.2 Minimum Vessel Bid Requirements


Marine bid requirements shall include the following sections for all vessel charters over 15
days. Additionally, the following components for hires less than 15 days are
recommended.

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Table 1: Vessel Bid Requirements

Section Detail
Scope Must be clearly defined to limit vessel operations within the vessel’s
capabilities. Areas to consider including are:
 Area and Type of Operation
o Water Depth, if required for anchor handling
o Type of, and which specific installations the vessel will support
o Expected duration of contract
o 24 hours/7 days a week operational requirements
o Any special requirements or special cargoes
Vessel  Vessel Type and status of Flag and Main Classification in accordance with
Specifications any coastal state requirements
 It is recommended that maximum age of any vessel considered for service
(term, spot chartered or sub-chartered) is 20 years unless accompanied
Vessel by a Chevron approved vessel specific integrity assessment which is
specifications reviewed at least annually for vessels > 20 years.
shall be
 Minimum Vessel Deck Dimensions and Capacity
clearly
defined.  Minimum and Loaded Draft
Areas to  Minimum Propulsion required in brake horse power (BHP)
consider  Bow and Stern thruster requirements, if required
include:  Is DP required? Shall have a Failure Modes and Effects Analysis (FMEA)
within last 5 years and valid DP survey.
 Fuel Consumption at continuous and maximum outputs
 Tank/Bulk Capacities for below deck cargoes – dry and liquid, if required
 Cargo transfer pump capabilities, if required
 Standard hoses and connections
 Ideal transit/ most economical cruising speed
 Number of passengers to be carried, if applicable
 Is an anchor handing tug (AHT) winch required? Ideal length of tow and
work wire? Line pull winch? Shark jaw or Karm Forks (Ensure no Pelican
Hooks for anchor handing tug supply vessel (AHTS), Tow pin and Stern
roller safe working load (SWL)?
 Is Fire Fighting Class-1 Notation (FiFi-1) required?
 Standard navigational and life-saving equipment
 Bollard Pull, if required
 Date of most recent dry docking
 Specific equipment or other capabilities
Verification  Date of last vessel annual inspection
 Date of last company audit
 Details of any outstanding action items from inspections or audits
 Details of any reportable incidents in past 12 months
 Date of upcoming dry dock and inspections
Manning  Number of crew – any additional crew required?
Requirements  Experience and qualifications (see U&G – Competency)
 Work Schedule

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2.3 Mitigation Process for Vessels Below Preferred


Specification

2.3.1 Customer confirmation of Vessel Suitability

In the event that a vessel does not meet all the customer’s requirements, the customer must
be notified, and a risk assessment carried out by the offshore installation and verified by
the BU Upstream Marine Authority prior to acceptance.

2.4 Terminal Support Vessel Operations – Attestation of Fitness


Prior to any terminal support operations taking place an assessment shall be conducted to
determine the fitness for duty of BOTH the ‘specific’ vessel proposed AND the ‘specific’
operation being proposed. The assessment shall be conducted by the operational terminal
user group holding operational responsibilities for the marine terminal. A written or
electronic ‘Attestation of Fitness Statement’ shall be created for each vessel in use in each
terminal and / or facility. The Attestation may be made by any means which satisfies these
requirements. The Attestation shall be endorsed by the SBU Upstream Marine Authority.

The Attestation of Fitness Statement (fitness for duty) shall occur in all and each of the
following four (4) circumstances:-

a) At least annually as part of the OVIS risk management process associated with the
Annual OVIQ and SUPO (supplemental) marine inspections. The specific duties to be
undertaken and facilities to be deployed at shall be explicitly noted in the attestation.
b) Any newly chartered vessel is to be deployed in any terminal support operation.
c) Any replacement or substitute vessel is to be deployed in any terminal support
operation.
d) Before any planned change in terminal operational procedures is undertaken - or as
soon as any ‘unplanned operational procedural change’ is recognized as being required
as a result of Navigation Simulation Exercise output, change in terminal operations /
equipment or export vessel characteristics.
The above requirements apply to any vessel engaged in any support operations (or in any
contingent operations) which shall or may involve any physical towing connection to an
export vessel, production facility or export buoy.

Chevron internal OVIS (Offshore Vessel Information System) shall be used to record all
Attestation of Fitness Statements.

Use of Towing Vessel Approvability Certificates or any classification society schemes


shall not obviate the requirements for SBU Attestation of Fitness contained herein.

For existing contracted vessels in service, where an Attestation of Fitness or appropriate


mitigation plan (Upstream Marine Standard § 2.4) is not in place after 1st July 2014, the
operations of the vessel shall be suspended and a replacement vessel with valid Attestation
of Fitness shall be deployed.

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3 Competency
3.1 Introduction
Chevron U&G requires all vessels or units, whether contracted or owned, to be operated by
competent personnel. This procedure describes the methods by which Chevron will assure
the competency of key vessel personnel.

3.2 Key Vessel Personnel


In addition to all certifications/trainings required for all crew by all applicable international
and local regulations, assurance of competency is required for the following key vessel
personnel:

 Master
 Chief Officer
 Officer of Watch
 Chief Engineer
 Certified watch-keeping Engineering Officers
 Tow Master
Each SBU shall validate certificates of competency for all key crew members during the
periodical inspection process.

Standards and requirements for personnel serving aboard MODUs are governed by Flag,
regional and Port State requirements. Those requirements shall be assured in individual
SBUs.

3.3 Minimum Competency Requirements


Key vessel personnel shall meet the following minimum competency and experience
requirements.

Table 2: Vessel Personnel Competency Requirements

Position Competency/Experience
Master  Hold an appropriate Flag State certificate (or an endorsement from the
Flag State)
 Hold a current STCW (Standards of Training for Crew and Watch-
keepers) certificate, as required by Flag State requirements
 Have demonstrated the ability to communicate in the English language
 For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
 When in command of a vessel engaged in anchor handling operations,
have had experience as Master or Chief Officer in same activity within a
period of 2 years
 Served as Master or Chief Officer on a vessel engaged in a similar type
operation within the last 12 months

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Position Competency/Experience
Chief  Hold an appropriate Flag State certificate (or an endorsement from the
Officer Flag State)
 Hold a current STCW certificate, as required by Flag State requirements
 Have demonstrated the ability to communicate in the English language
 For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
 When on a vessel engaged in anchor handling operations, have had
experience in same activity within a period of 2 years
 Served as Chief Officer or other officer position on a vessel engaged in a
similar type operation within the last 12 months
Officer of  Hold an appropriate Flag State certificate (or an endorsement from the
Watch Flag State)
(OOW)  Hold a current STCW certificate, as required by Flag State requirements
 Have demonstrated the ability to communicate in the English language
 For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
 Served as OOW on a vessel engaged in a similar type operation within
the last 12 months
Chief  Hold an appropriate Flag State certificate (or an endorsement from the
Engineer Flag State).
 Have demonstrated the ability to communicate in the English language
 Hold a current STCW certificate, as required by Flag State requirements
 For Dynamic Positioning Class 1, 2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
 Detailed Knowledge of Failure Modes & Effects Analysis (FMEA)
 When carrying out duties on an anchor handling operation have had
experience as Chief or Second Engineer in same activity within a period of
2 years
 Served as Chief Engineer or Second Engineer on a vessel engaged in a
similar type operation within the last 12 months
Certified  Hold an appropriate Flag State certificate (or an endorsement from the
watch- Flag State).
keeping  Have demonstrated the ability to communicate in the English language
Engineering  Hold a current STCW certificate, as required by Flag State requirements
Officer
 For Dynamic Positioning Class 1,2 or 3, competency requirements
contained in DP Standards within this Process (Chapter 11)
 Served as Engineer on a vessel engaged in a similar type operation
within the last 12 months
Tow Master  Hold a valid Master Class 1 Certificate of Competency
 Hold a current STCW certificate, as required by Flag State requirements
 Have demonstrated the ability to communicate in the English language
 Have had experience as Tow Master in similar type operation within a
period of a year
 Served as Master or Chief Officer in the offshore industry or served as an
Offshore Installation Manager (OIM) or Barge Master/Captain/Engineer on
a mobile offshore drilling unit (MODU)

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3.4 Assurance of Competency

3.4.1 Marine Crew

Assurance of marine crew competency shall be assured by:

1. Verification through vessel pre-hire methods, i.e. inspection including verification of


documentation.
2. Verification through other Annual and Random Inspections required by the Upstream
Marine Standard.

3.4.2 Tow Master

Assurance of competency of the Tow Master shall be demonstrated by one of the following
methods:

1. The party arranging the tow (Chevron or third party):


 Review of The STCW certificate, as required by Flag State requirements
 Documentation of previous Tow Master experience with references, subject to
verification
3. Verification through vessel pre-hire methods, i.e. inspection including verification of
documentation.
4. Verification through other Annual and Random Inspections required by the Upstream
Marine Standard.

3.5 Mitigation Actions If Requirements Are Not Met

3.5.1 Master

 For Masters joining a vessel without the competency/experience requirements


detailed in Table 2, Chevron requires a mentoring plan from the Marine Contractor’s
Crewing Department before the Master will be allowed to take command. When
complete, the mentoring plan must be signed off by both Chevron and the Contractor.
 When a Chief Officer is put forward for promotion to Master, a written assurance is
required from the Marine Contractors Crewing Department, made in conjunction
with the Marine Superintendent, that the Chief Officer to be promoted is competent.
The assurance should contain a written testimony from a Master under whom the
Chief Officer has served to confirm an ability to manoeuvre the vessel.
NOTE: when a promotion is proposed, it is important to ensure there are no STCW
certification limitations.
 Masters shall also participate in a Chevron orientation briefing before taking
command.

3.5.2 Chief Officer

 For Chief Officers joining a vessel with no experience in the Offshore Industry and
cannot meet the experience criteria detailed in Table 2, Chevron requires a mentoring
plan from the Marine Contractor’s Crewing Department before the Chief Officer will

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be allowed to assume the position. When complete the plan must be signed off and an
assurance given by the Marine Contractor that all requirements have been met.
 If the Chief Officer is new to the type of operations then he shall also participate in a
Chevron orientation briefing before engaging in that activity.

3.5.3 Officer of Watch (OOW)

 For OOW joining a vessel with no experience in the Offshore Industry and cannot
meet the experience criteria detailed in Table 2, Chevron requires a mentoring plan
from the Marine Contractor’s Crewing Department before the OOW will be allowed
to assume the responsibilities. When complete the plan must be signed off and an
assurance given by the Marine Contractor that all requirements have been met.
 If the OOW is new to the type of operations then he shall also participate in a
Chevron orientation briefing before engaging in that activity.

3.5.4 Chief Engineer

 For Chief Engineer joining a vessel with no experience in the Offshore Industry and
cannot meet the experience criteria detailed in Table 2, Chevron requires a mentoring
plan from the Marine Contractor’s Crewing Department before the Chief Engineer
will be allowed to assume the position.

3.5.5 Tow Master

 It is recommended that Tow Master meet all minimum requirements. Mitigation is at


the discretion of the Upstream Marine Authority, SBU Vice President or General
Manager and marine contractor(s)

3.5.6 Crew

 Crew coming to join a vessel with no experience in the Offshore Industry must be
singled out by the Marine Contractor’s Crewing Department and the Master advised
accordingly. In keeping with STCW requirements a mentor must be appointed by the
Master.
 Supernumeries and all passengers shall have Chevron approval to sail at least 24
hours prior to sailing. No persons of age 16 or under shall proceed to sea on any
Chevron chartered vessel. Assurance of these requirements shall be made during
vessel inspections.

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4 Vessel Assurance
4.1 Introduction
In order to ensure vessels are fit for duty and safety standards are maintained, Chevron or
third-party inspections shall be required for all vessels or barges at least annually. This
procedure outlines inspection and verification requirements. Standard Safety Management
System (SMS) audits are addressed through the Contractor HES Management (CHESM)
process.

4.2 Vessel Inspections

4.2.1 General

The contract owner/sponsor or designee shall verify that an annual inspection has been
performed using the Offshore Vessel Inspection Questionnaire (OVIQ) conducted by an
independent Oil Companies International Marine Forum (OCIMF) accredited Inspector.
Inland waterway dedicated tonnage or registered fishing vessels engaged in guard duty
operations may be inspected using local SBU Questionnaires that shall meet the
requirements contained in this Standard. All OVIQ’s will be available through the OCIMF
Offshore Vessel Inspection Database (OVID). A valid and ‘in-date’ OVIQ shall be a ‘pre-
hire’ requirement. The requirement for all applicable vessels/units to hold an ‘in-date’
OVIQ includes the follow requirements:-

a.) Vessel operator to be registered in OVID.


b.) Vessel particulars are complete and up to date operator contact details are provided.
c.) An OVPQ (Offshore Vessel Particulars Questionnaire) is uploaded into OVID.
d.) Vessel operator response to observations from latest OVIQ uploaded into OVID.
Exception: SA/PZ only, may use non-OCIMF accredited in-house inspectors providing
appropriate protocols are used.

4.2.2 Vessel of Opportunity Protocol

This section establishes controls for situations where vessel Operators request Chevron’s
assistance in commissioning OVIQ inspections as part of the requirements to meet the
Chevron Upstream Marine Standard (§4.2.1). There are operational benefits to Chevron
and contractors in having vessels pre-populated with inspections in OVID. At the very
least, knowledge and assessment of earlier OVIQ inspections can be used to assess vessels
for future business. Chevron support vessels being registered and inspected within the
OVID system even in advance of vessel hire. This protocol details the procedures to follow
when owners/operators request OVIQ inspections outside of CVX SBUs or on speculative
projects where we do not have organisational capability. Local SBU strategies for
commissioning OVID inspections are not affected. (e.g. local SBU Marine Notice). This
protocol may be used to complement or supplement existing SBU OVID execution
strategies.

In order to facilitate owners/operators requests to participate in the OVID System, Chevron


may assist and ‘commission’ OVIQ reports in advance of vessels being chartered. To
achieve this, owner/operators of offshore vessels may send a formal request to Chevron
Upstream and Gas using the enclosed procedure. Owners/operators are permitted to
establish contact and make arrangements with an OVID accredited inspector and submit an

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‘Inspection Proposal’ to Chevron for consideration. The proposal information must be sent
to the Global Upstream Capability team in Houston or an SBU Upstream Marine Authority
for consideration. The receiving Upstream Marine Authority is required to check the
inspector’s experience and record and to monitor the owner/operator/inspector combination
to ensure any potential conflict of interest is eliminated.

Procedure
Operator (Document of Compliance holder) submits the following completed ‘Inspection
Proposal Information’ form and sends to assigned SBU Marine Authority (SBU vessels)
OR the Chevron Upstream (Upstream Capability) for any non-SBU assigned vessels.

Chevron will consider the proposal, including an assessment of the inspector and if
approved, setup the Inspection in the OVID system based on the information provided by
the owner/operator in the form below.

The inspection file is transmitted to the nominated Inspector via email through OVID.
OVIQ is completed, uploaded and Chevron nominator is automatically informed.

Vessel owner/operator OVID rep. shall respond to observations (within OVID system)
once report is validated by Chevron internally. As per the normal OVID process

Following inspection, upload and validation, inspection report will be available to Chevron
SBU Marine Authorities worldwide. Information is assessed in the internal OVIS risk
management system.

Vessel of Opportunity OVIQ Proposal Form

No VoOp Inspection Proposal Information Proposal Details


1 Vessel Name
2 Vessel IMO or Registered No.
3 Year Vessel Built
4 Proposed date & time of inspection
5 Proposed port of inspection.
6 Work scope & spec of vessel (for Chevron to select the
inspection Operations elements or variant(s) to use).
7 Name of accredited OVIQ Inspector nominated.
8 Name of OVID registered vessel Operator/Owner.
9 Vessel Operator MUST confirm that the vessel is properly
registered in OVID including vessel specifications,
nominated operator contact details and all are current.
10 Vessel owner/operator MUST confirm that complete, fully
accurate and warranted OVPQ data has been uploaded into
the OVID database.
11 Registered Operator (in OVID) must upload OVMSA and
confirm that report is released to Chevron in the Distribution
Policy (Y/N) in OVID. OVMSA shall be uploaded and
released before OVIQ commission is made. It is
recommended that OVMSA is updated at least Annually.

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Chevron Conditions of Nomination


Chevron REQUIRE that all vessel detail fields and OVPQ data is input before any
nomination may be made. Chevron Upstream Marine team (or SBU Upstream Marine
Authority) will communicate with the vessel owner/operator in response to the inspection
proposal where these requirements are not met.

OVMSA must be uploaded and released to Chevron in OVID Distribution Policy. The
Operator (DOC holder) as registered in OVID must be the one that completes the OVMSA.
If the Operator has registered a given vessel under an affiliate name (Ship Operator XXX
Ltd) then that entity requires an OVMSA in the system

Chevron do not wish to be copied on logistics or other communications relating to setting


up the agreed date between Inspector and Owner/Operator.

Owner/operators are required to handle all contract arrangements with the OVID accredited
inspector on their account. Owner/operator contracts inspector.

Chevron expect the Inspection to take place on the date/time nominated in the submitted
Form and in all cases within 7 days of the proposed date.

Chevron carefully study the quality of the OVIQs submitted by inspectors and Chevron
reserve the ability to reject any nominated inspector at any time.

Chevron will report any misconduct in the use of OVID/OVIQ direct to OCIMF, London in
order to maintain and preserve the integrity of the system and the reports within.

4.3 MODU Marine Inspections


Operators of MODUs are strongly encouraged to make use of the OVID system (OCIMF,
London). The technical requirements contained in this Standard remain in scope and may
be assured using existing and/or amended marine risk processes such as the drilling unit
verification standard.

This section applies to all U&G marine MODUs (Mobile Offshore Drilling Units)
including moored and/or DP drillships or semisubmersibles, jackups, submersibles and
tender assist drilling units. This section contains specific requirements for MODUs to hold
a pre-hire and/or annual OVID (OVIQ) or OVID based Inspection (Chevron Form name:
MODU.IQ) from 01 Jan 2014. This section clarifies the execution process that shall be
carried out in order to meet the inspection requirements laid down.

This section forms operating requirements to all MODUs included in ‘scope’. This section
establishes inspection requirements in areas such as marine regulatory compliance, DP
(dynamic positioning), rig moving, anchor handling, hose handling, personnel transfer and
communications. Additional drilling or subsea technical requirements not relating to the
Upstream Marine Standard are outside of the scope of this section and shall be assured
using other internal Drilling & Completions (D&C) SBU local or Corporate technical
verification Standards. SBUs may conduct additional suitability or assurance requirements
in accordance with local SOPs.

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The MODU.IQ questions are primarily designed to highlight operational practices and
behaviour patterns, effectiveness of controls on board by sampling the effectiveness of the
safety management system at that point in time. The OVIQ is an objective document
reflecting the unit during the inspection; it does not include subjective comments or
opinion and does not state acceptability. Findings shall be assessed and managed in SBUs
by the Upstream Marine Authorities in partnership with the SBU drilling management
team.

4.3.1 Pre-hire or Annual MODU Marine Onspection requirements

The following requirements for any Marine MODU inspection are made:

 A comprehensive MODU marine pre-hire or annual inspection plan shall be


generated by the SBU Upstream Marine Authority (or delegate) prior to the
inspection taking place.
 The marine inspection may be conducted by either Chevron in-house specialist
marine inspectors or contracted marine MODU inspectors or a mix of those
resources.
 Any MODU Marine Inspector assigned to an inspection shall meet the minimum
level of qualification, experience and competence. This shall be confirmed by the
SBU Marine Authority as part of the pre-inspection plan §1.0(a).
 The SBU Marine Authority (or delegate) shall coordinate the inspection.
 The MODU.IQ (.XLS) inspection form is approved by U&G (Upstream
Capability) SCM and D&C leadership.
 It is recommended that a minimum the inspection shall take place with a 1-2
person team aboard over a 2-3 days and this will vary depending upon MODU type
and complexity. SBUs should consider bunk space limitations and perhaps utilize
CVX HES representatives aboard the units as inspection assistance.
 A DP (dynamic positioning) verification exercise (using MTS Standard) shall be
included in the pre-inspection plan and shall be conducted annually on all DP
drilling vessels or units and part of the inspection.
 Marine personnel manning and competency assessment shall take into
consideration flag and coastal State requirements in place at the time of the
inspection.
 SBU Upstream Marine Authorities shall be responsible for making logistics
arrangements in SBUs in consultation and co-operation with the SBU drilling
management team.
 Results of the MODU.IQ inspection shall be recorded in the Chevron internal
OVIS (Offshore Vessel Information System) database.

4.3.2 Conduct of Annual MODU Marine Inspection requirements

 SBU Marine Authorities (or delegates) shall be responsible for planning and
execution of the Annual marine Inspections using the requirements and
expectations defined in the section:-
 The SBU Marine Authority or delegate shall ensure the interface aboard through
the Chevron Drill site leadership representatives.
 The inspection team shall follow OCIMF inspection practices.

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 A briefing to the Chevron reps shall take place to explain the inspection process.
 A briefing to the Contractors Reps and/or OIM and Master shall take place
explaining that this is not an examination.
 All team members who attend to be fully equipped with PPE as per CUG and local
SBU requirements.
 Use the MODU.IQ template and mark up any deficiencies.
 If areas that cannot be looked at for whatever reason, simply take note on the
inspection form.
 All MODU.IQ reports are to be uploaded to the OVIS database. If a given vessel
or unit is not registered in OVID, then the OVIS database shall be used to house
and rate the MODU.IQ data.
 Outcome of all this will be a global U&G marine Inspection format and procedure
which we will issue as joint U&G / D&C Marine Note.
 Specific requirements of the Marine Standard as they relate to MODUs shall be
addressed as part of the Chevron MODU.IQ exercise. The following requirements
shall be assessed during the inspection process. (personnel transfer, hose
management, DP Standard (WSOG/CAMO limits in place, review of annual trials,
FMEA, review of DP incident reports in previous 5 years etc.), SIMOPS processes
including acoustic plan (DP vessels/units), communications methodology and
cargo transfers.
 A clear communication strategy for conclusions and reporting to the shore based
BU D&C management shall be developed by the SBU Marine Authority (or
delegate).
 The inspection team shall promote the use of Stop Work Authority (SWA) and
Injury and Incident Free Operations (IFO) aboard the inspected vessel or unit.

4.4 Upstream Marine Risk Management Process

4.4.1 OVMSA Requirement – All contractors

Inspection Observations/Deficiencies identified will be assessed within the marine risk


management process utilizing the Chevron internal Offshore Vessel Information System
(OVIS).

From Jan 1, 2014 Operators of all ‘OVID Applicable’ vessels or units as defined in § 4.2
(Upstream Marine Standard) are required to complete the online OVMSA (Offshore Vessel
Management and Self Assessment) (OCIMF, Oil Companies International Marine Forum)
in order to align with Chevron Upstream OE expectations and to purposefully drive quality
improvement within their management systems.

4.4.2 Chevron Upstream Key Marine Expectations for all applicable


Contractors

As part the requirement for Operators to make use of OVMSA, it is important for CU to
provide direction on expectations in seven (7) keys areas. The Seven Keys below are
thematic and not inclusive but provide a flavour for the types of commitments Chevron are
seeking in the highest performing and most OE aligned marine Contractors. Overall
Chevron Upstream direction, aims and Expectations are summurized:-

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Chevron Upstream Key Marine Expectations


1. Vessel Operator commits to operating fully in line with the Chevron Global
Upstream Marine Standard (CU) and strongly supports continuous improvement and
the development of an effective OE culture both in their management and aboard
their vessels. This includes commitment to Stop Work Authority (SWA)
2. Vessel Operator commits to fully utilising OVID (OCIMF, London) and ensuring all
operated vessels will be inspected at least annually using the OVID system.
3. Vessel Operator commits to making use of OVMSA (Offshore Vessel Management
& Self Assessment) (OCIMF, London) and using the tool to identify and drive
continual improvement and OE culture in their organisation.
4. Vessel Operator intends to supply vessels with standards of equipment and
accommodation which will deliver safe and reliable operations. Intent should be to
provide a work environment for crews which shall drive to motivate and build steady
and experienced crews on vessels. We consider this to be a major factor in the drive
for incident free operations. Vessel Operators should maintain a robust competence
assurance program as well as develop crew retention strategies. OVMSA Stage
targets shall be defined to address these expectations.
5. Vessel Operator commit to operating any DP (dynamically positioned) vessels in full
compliance with the Chevron DP Standard.
6. Vessel Operator commits to providing effective shore based management &
technical support tasked with driving incident free operations. Management will
assist CU logistics teams in gaining the maximum possible efficiency from vessels in
service while never compromising the safety of operations..
7. Vessel Operator commits to maximizing use of locally based national crews and
shows willingness to participate in local content initiatives within Chevron Upstream
business units. Operator supports local training drives and participates as an active
member in local maritime communities.

Rationale guidance: The Chevron Upstream Seven Key Marine Expectations are designed to
accomplish 5 key aims:-
 Connect Chevron Upstream OE vision (as a major offshore charterer) directly with
Ship Managers / vessel Operators.
 Connect Chevron Upstream OE vision directly with marine crews.
 Communicate and display willingness to accept accountability for driving OE culture
& OE performance in marine operations in our areas of activity.
 Open channels for sincere and like-minded Ship-owners / Opreators to partner with
Chevron to deliver against the Expectations. Identify ‘willing’ Contractors and help
move from a ‘combative’ to a ‘collaborative’ and more ‘vested’ relationship with as
many suppliers as possible.
 Allow vessel Operators to develop and explain their operating and improvement
‘cases’ across seven key risk and reliability areas using a common global approach.

4.5 Verification Through Random Inspections


A random inspection plan and inspection checklist shall be developed for each Business
Unit by the contract owner/sponsor or designee. The inspections shall be carried out
according to plan by either a Chevron representative or third party.

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4.6 Bulk petroleum - Requirements and jurisdiction.


Chevron Shipping Company LLC. (CSC) holds specific roles and responsibilities for
marine assurance of bulk petroleum (product, crude, gas (LPG or LNG), lubricant,
chemical or any other liquid hydrocarbon) transportation involving tankers, gas carriers or
barges. Responsibility for provision of marine assurance for bulk petroleum transportation
is formally established and clarified herein. With specific reference to any Chevron
terminal, installation or facility, the following shall apply:

Any vessel or barge carrying bulk petroleum or chemicals owned by any CVX entity; or
which will be delivered to or loaded from any CVX entity; or which is chartered by any
CVX entity: or which will be berthing at any CVX, owned, operated or leased facility or
terminal/installation shall first be nominated to, and approved by, Chevron Shipping
Marine Assurance Group before it is contracted. Every contract or charter party allowed
under CSC DOA must include an appropriate vetting clause so that if any vetting approval
is rescinded, any vessel may be re-delivered or operations suspended without undue
penalty. CSC Marine Assurance has worldwide coverage with offices in London,
Singapore, San Ramon and Houston. Any office can provide assurance reviews but are
conveniently located across time zones to meet SBU needs.

Suggested CSC Marine Assurance Offices


London Singapore Houston/San Ramon
NMA, SASBU, SA/PZ, CBU, LABU, GOM,
SBU ASBU, IBU, ABU
CUE, FGP FEABU

CSC Marine Assurance Direct Contact: CSC Chartering and Clearance, central email:
cscvcc@chevron.com

This section clarifies jurisdiction in cases when any new or existing (non vetted) bulk
petroleum transportation options are considered inside an SBU, either by base business or
projects. This section clarifies Marine Assurance requirements across any operation or
project within Chevron Upstream.

4.7 Subsea Installation Vessel Equipment Assurance


Requirements (SIVAP)
In addition to the requirements for marine risk management contained in this Section, any
vessel or barge nominated to undertake installation of rigid, flexible or umbilical products
shall be technically assured through the steps contained herein.

4.7.1 Step 1: During FEED/Pre-qualification/Bid stage, prior to contract


award – SME Assessment

Due diligence for the pipelay installation equipment and installation method proposed shall
be achieved via a technical assessment prior to contract award. This requirement is made
in order to establish adequacy and fit for purpose of the vessel pipelay equipment for the
intended application. Each SBU or Project shall assess the nature of the operations and
proposed construction technique during FEED and/or appropriate pre-award phases. The
SBU and/or Project should establish contact using the central email address below as early
as possible in order that SME advice, contractor or vessel feedback can be applied early by
the SME group. Step 1 is advisory in nature and used to introduce lessons learned from
previous projects and audits. The definition of assurance requirements shall be determined

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through existing Chevron Engineering Standards following consultation between the SME
group and the project team.

4.7.2 Step 2: During project execution / post contract award – Formal


assurance requirements

Technical assurance of the service and proposed installation vessel(s) shall take place for
all operations. The pipelay equipment assurance shall compliment the mandatory OVID
and Supplemental SBU inspections performed under the Upstream Marine Standard or
other OE Processes. A joint approach involving appropriate SMEs representing subsea and
marine is encouraged. The definition of assurance requirements shall be determined
through existing Chevron Engineering Standards following consultation between the SME
group and the project team. Marine requirements are contained in the Upstream Marine
Standard.

Table 3: Summary of Assessment & Verification Activities (SIVAP)

Activity Requirement
Prior to award Prior to the Contract Award, ETC FE shall be consulted by SBU
Contract Owner on the assessment of the proposed construction
vessel(s) to ensure adequacy to perform the intended work scope
including contingency and scope uncertainties. Potential
knowledge gaps should be identified and submitted to the project
team for consideration during contract negotiations. This phase is
an engineering assessment to ensure that the proposed vessel is
capable of the intended scope. The engineering assessment
report will be reviewed and approved by the project team.
Activity / Operating Phase

Awareness of applicable Chevron Standards and verification of


expectations is the key priority during this period. Contact:
ETCSIVAP@chevron.com
Post award Post award, if necessary and required by the Project team/ SBU
and prior to Contract Owner, ETC FE may be involved in assuring the
operations vessel(s) pipelay system conditions (maintenance, crew
competency, level of spare parts, etc.) and readiness to perform
the intended installation work scope. Any agreed testing and
verification should be developed and witnessed by SMEs in
conjunction with the project team, contractor and overall marine
assurance team. Alignment with Chevron applicable Standards is
the key priority at this stage. Contact: ETCSIVAP@chevron.com

Existing Existing rigid, flexible or umbilical vessel based installation


vessels in activities shall be considered on a case-by-case basis by Contract
service owners. It is strongly recommended that SBU contract owners
engaged in communicate with ETC FE using the central email contact:
scope ETCSIVAP@chevron.com in order to define the appropriate level
activities of assurance for their ongoing operations.

SBU Contract Owners and project teams are encouraged to contact ETC FE (via central
global email) in order to discuss the utilization of local OC and SMEs as much as possible
or where practicable. The local technical organizational capability development of SMEs
will ensure consistent application of this assurance process and deliver adherence to
Chevron Standards. Engagement with ETC FE throughout the process, including the
delivery of results and capture of data and intelligence will add value to the central
repository. This data can in turn be shared across SBUs and Projects in a timely and

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consistent manner. The assigned SBU Upstream Marine Authority and SBU and/or Project
subsea teams shall co-operate with the communication and execution of these requirements
and join to drive simplification and integration. 

ETC FE (Subsea Pipeline Construction and Installation Technical team) Global group
direct contact: ETC group mailbox should be contacted directly.

This section serves to clarify the requirements whenever installation services are required
inside an SBU area of operation, either in Small (SCP) or Major Capital Projects (MCP) or
base business lead projects.

4.8 Strategic & High Impact/Low Probability (HILP)


Transportation Verification Standard

4.8.1 Scope & Application

This section applies to any vessel or barge nominated to undertake any wet or dry
transportation of any cargo, structure or load/s and identified by the project or SBU (using
the Project Risk Execution Matrix) and assessed as “Strategic” or “HILP” (High Impact,
Low Probability) Risks which are intended to deliver structures or cargo from outside of
the SBU area of operation to a location inside an SBU area of operation. In addition, all
such transportation activities taking place wholly within the SBU area of operation shall
conform to this Standard.

In addition to the risk management requirements contained in this Standard, any applicable
transportation activity shall require detailed independent technical verification as detailed
in this section. Strategic and HILP risks are those activities defined in the Prioritization
Matrix (Table 1).

This Verification and Assurance Standard contained in this section (§ 4.8) enter into force
from 1st Jan 2015. For existing major capital projects, with transportation vessel selection
signed before 1st Jan 2015, implementation of Step 2 of this Standard is strongly advised
however shall be at the discretion of the individual project leadership team. Existing
approved Upstream Marine Standard as amended applies to all in-scope assets within an
SBU Area of Operation.

NOJV Activities are not in scope of the MSRE Process or this Standard however, any
advice or advisory services provided to NOJV for projects in SBU shall be made on the
basis of this Standard.

This Standard details formal requirements whenever strategic or HILP risk transportation
services are planned, either in Small (SCP) or Major Capital Projects (MCP) or in base
business operations. Aged contracts shall be handled on a case by case basis. For existing
projects post contracting implementation will be at the discretion of project leadership
team.

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Project Execution Prioritization Matrix – Strategic and HILP Risks (2014)

Table 4: Project Execution Prioritization Matrix – Strategic and HILP Risks (2014)

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4.8.2 Step 1 – Early Engagement

Step 1: During FEED/ Pre-Qualification/ Bid Stage, prior to contract award

Due diligence for the transportation plan and transportation method proposed shall be
achieved via a technical assessment prior to contract award. Early engagement with JVT
SMEs should take place in order to establish fit for purpose and combined adequacy of the
vessel and cargo for the intended transportation. As required by Project Planning
requirements, each SBU or Project shall assess the nature of the planned operation and
proposed transportation methodology during FEED and/or appropriate pre-award phases.
The SBU and/or Project should establish contact using the central email address (below) as
early as possible in order that SME assurance advice and lessons learned can be considered
early by the SME group. Step 1 is used to introduce lessons learned from previous projects
and create common understanding of applicable verification Standards. Requirements are
determined in applicable Chevron Engineering Standards (CES) as well as MSRE, MSW &
SBU OE Process requirements. The Standard of verification and assurance should be
established in each case as part of the consultation between the Joint verification team and
the Project in this step. The JVT should be involved in the development of a project
specific support plan to address the Step 1 activities and Step 2 assurance verification
requirements.

Activity Recommendation
Prior to contract
award scope detail Prior to the Contract Award, it is a recommendation that the Transportation
Joint Verification Team JVT (MTJVT@chevron.com) should be consulted by
the SBU or project contract owner. A Transportation Assessment of the
proposed transportation plan/vessel(s) to ensure adequacy to perform the
intended work scope should take place and be shared to build common
understanding across the project and provide improved decision quality and
technical validation. The Assessment should be made by the SBU/ Project
and potential knowledge gaps should be identified and submitted to the project
team for consideration during planning or contract negotiations. This phase is a
technical assessment which should form part of normal Project assurance
practice. The Transportation Assessment should be reviewed by the joint
verification team. Awareness of applicable Chevron Standards and verification
of expectations is the key priority during this phase. Details of the specific
verification requirements introduced in Step 2 shall be considered during the
engagement activities in the Step 1 phase of planning.

This Step recommends that an appropriate level of subject matter expertise


and experience deployed in early planning in order to provide guidance and
endorse critical project decisions relating to transportation activities. The
project planning, direction and execution responsibility remains with the
project. Step 1 is designed to provide focus into effective use of the Project
Assurance Guide.

Central Contact MTJVT@chevron.com


Table 5: Transportation Engagement & Assessment

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4.8.3 Step 2 – Formal Verification ‘pre-sail’ Requirements


Step 2: During project execution / post contract award – Joint Verification requirements
Technical assurance of the service and proposed transportation vessel(s) or barge(s) shall
take place for all operations deemed critical by the project, through the activities defined in
Table 3. The assurance activities shall compliment the mandatory OVID (Offshore Vessel
Inspection Database) (OCIMF, London), Supplemental SBU and technical inspections
performed under this Upstream Marine Standard. A joint approach involving appropriate
SMEs representing CSME (ETC), MOCS (CSC) and UC Marine is required. Overall
vessel marine requirements for entry into an SBU area of operation are contained in local
SBU requirements. Verification requirements made in this section are complementary to
existing Upstream and / SBU local marine requirements. An operation specific assurance
table shall be defined in each case and used as an activity tracker during the verification
phase. Table 5 contains assurance requirements and defines the standards of verification.

Activity Marine Requirements & Standards of Verification


Post award Post award, the Joint Verification Team (JVT) is required to be contacted in order for an
and detail independent verification activities are conducted to ensure transport engineering
engineering consideration are properly included and conducted in the detail engineering phase.
Phase An assessment of the design approach to ensure alignment with Chevron Standards.
Design parameter (Metocean criteria etc.) and analysis methodology shall be identified
and agreed and form the basis of the design. Engineering parameter and boundaries limits
shall also be properly documented and shall serve as input to operational limits for the
transportation.
An agreed follow on design verification plan will be establish and put in place for continual
detail engineer support and review by CSME (ETC) to verify Elements below ahead of
planned operation.
Post award Post award, the Joint Verification Team (JVT) is required to be contacted in order that
and prior to independent verification activities are undertaken prior to any loading or transportation
operations operations taking place. The verification activities and applicable standards are included in
this table. Alignment with existing approved Chevron Standards and robust verification of
risks and safeguards is the priority at this stage. Positive verification from the
Transportation Joint Verification Team (JVT) is required for each element in Table 3.
This table includes broad verification Standards for all transportation modes including both
wet and dry transport. Verification activities shall be conducted in parallel with assigned
MWS (Marine Warranty Surveyors) who shall operate under formalized terms and
conditions. Details of recommendations made by approved Marine Warranty Surveyors
shall be considered during the Verification process by the JVT.
Element ID
& Action JVT Verification Requirements Verification Standard to meet requirements
Party
1.
CSME(ETC) CSME (ETC) sign off on Detail Confirmation from CSME (ETC) that all transport
Transport Engineering engineering and analysis are conducted in
accordance with the approved design basis.

CSME (ETC) verification to ensure structural


(vessel, cargo, sea-fastening, vessel motion,
loading and cribbing design) and Naval
Architectural design meeting the established
transport condition and agreed limitations

2.
MOCS(CSC) Vessel FMEA/FMECA review Single worst case failure modes in a) propulsion, b)
(applicable to all transportation power generation and c) heading control to be
vessels carrying strategic or HILP defined in a suitable analysis and shared with SME

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cargoes as determined by the group. Standard of verification shall be confirmation


project) that vessel is fit for purpose. Ref. Standard FMEA
Management Guide IMCA M178 & M 166 –
Guidance on Failure Modes and effects analysis
(FMEAs). A basic FME(C)A will be appropriate to
identify redundancy in a), b) & c) above.

3.
MOCS(CSC) FMEA/FMECA of ballast control Single worst case failure modes in a) mechanical,
(may form part of Item 2 for b) piping and c) ballast control systems to be
vessels). Requirement made for all defined in a suitable analysis and shared with SME
vessels and barges carrying group. Standard of verification shall be confirmation
strategic or HILP cargoes as that vessel is fit for purpose. Ref. Standard FMEA
determined by the project. Management Guide IMCA M178 & M 166 –
Guidance on Failure Modes and effects analysis
(FMEAs). A basic FME(C)A will be appropriate to
identify redundancy in a), b) & c) above.

4.
SBU UMA OVID (Offshore Vessel Inspection Requirements as per Upstream Marine Standard
Database) Pre-hire / Annual and SBU or technical inspection requirements to be
Inspection & OVIS Review and risk concluded following Upstream Marine Risk
assessment concluded Management Protocol. OVIS review required for
any vessel, tug and/or barge.

5.
UC Marine Crew competency requirements Completion of online assessment by registered
Operator (OVID, OCIMF) & Ref: FFS-PU-5116-B

6.
SBU UMA OVMSA Operator Assessment Completion of online assessment by registered
published and released to Chevron Operator (OVID, OCIMF)
online in OVID database

7.
UC Marine Joint Verification & Assessment Exercise to be held at offices of registered Operator
(JOVA) Exercise of vessel Operator (OVID). Joint exercise designed to assist the
for vessels carrying strategic or Operator. On site JOVA Exercise shall be in place
HILP risk cargoes as determined by and/or conducted as early as possible following
the project. vessel selection. Applies to Operators of any
proposed tug or vessel. Ref. Upstream Marine
Standard JOVA Protocol. A separate JOVA
Assessment may not be required if one is already in
place for the Operator from earlier work with
Chevron.

8.
MOCS(CSC) Underkeel clearance & squat review Operators Policy review meets minimum standards
for all voyage stages include port, of detail for entire voyage including contingency
coastal and open water transit routes. (Ref. ICS Bridge Procedures Guide 2007)
stages

9.
MTJVT Transit weather and motion Chevron Recommended Practice: Chevron
operational limits setting exercise recommends adoption of Operational Guidance on
completed Operational Activity Planning Ref: IMCA M220 Nov

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2012.

10.
MOCS(CSC) Load Plan CES Ref: FFS-PU-5116-B & U&G MSW a)
Appendix L Lifting and Rigging Standard and b)
Appendix B PPHA (Planning Phase Hazard
Analysis)

11.
MOCS(CSC) Discharge Plan CES Ref: FFS-PU-5116-B & U&G MSW a)
Appendix L Lifting and Rigging Standard and b)
Appendix B PPHA (Planning Phase Hazard
Analysis)

12.
UC Marine Routing / Routing Management Plan Plan to include definition of Place of shelter for
& Global geographic vessel tracking each transportation leg, medevac plan. Plan to
Plan include means of global vessel tracking. Process
shall meet requirements of Chevron CES (FFS-PU-
5116-B). Vessel position and weather condition
updates shall be undertaken at intervals of at least
24 Hours. Access to vessel tracking data shall be
provided to Chevron after formal agreement with
vessel Operator. This information may be
contained within the main transportation manual.

13.
UC Marine Event and daily reporting & Procedure in place and positively verified.
communications Plan
Process shall meet requirements of Chevron CES
(FFS-PU-5116-B). All reports including failures
shall be reported to Chevron JVT team. Reporting
information may be contained within the main
transportation manual.

14.
SBU UMA Security plan review including Procedure in place and positively verified. BMP4
positive verification from all Port (Best Management Practice) & IMO Anti-Piracy
state agencies threat levels are Guidelines is provided in IMO Guidance to Ship
known and incorporated in plan Owners and Ship operators on prevention of acts of
piracy to be Standard basis for any transit. The
inbound SBU Upstream Marine Authority shall co-
ordinate a review of the Operators Voyage Security
Plan with CSC Security which shall be approved by
the inbound SBU Security lead Advisor.

15.
SBU UMA Arrival port Logistics Plan Procedure in place and reviewed by inbound SBU
Upstream Marine Authority (arrival SBU area of
operation). This information may be contained
within the main transportation manual.

16.
MTJVT Marine Transportation related Any MWS recommendations are reviewed and, if
recommendations made by required, closed out prior to load out. Standard:
assigned MWS (Marine Warranty CES Ref: FFS-PU-5116-B

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Surveyors)

17.
Other verification activities deemed Details or written confirmation from the JVT Team
necessary to ensure compliance that no additional verification is required.
with all Port or Flag State and
applicable Chevron Global or SBU
OE or technical Standards. As
defined in the overall project /
transport support plan.

Verification Positive and formal confirmation against the full range of required verification activities
Deliverable tabled above (1-17) shall be endorsed by a management representative of the Joint
Upstream Team prior to commencement of the proposed transportation operations.
Contact MTJVT@chevron.com

Table 6: Marine Transportation ‘Pre-sail’ Verification Requirements

Project teams are required to contact the central Joint Verification Team using the central
global email address included in Table 6. Engagement with the team throughout the
process, including the delivery of results and capture of data and intelligence will add value
to the central repository. This data can in turn be shared across SBUs and Projects in a
timely and consistent manner during subsequent Step 1 phases through the process and
Upstream Marine Risk Network. The assigned SBU Marine Operations team, local
Upstream Marine Authority and SBU and/or Project transportation teams shall actively co-
operate with the communication and execution of these requirements. Central aim is to
join subject matter experts to drive simplification and integration between base business &
projects It is vital that prevailing local maritime customs, regulatory or operational
conditions relating to the project be assessed in close cooperation with the SBU Upstream
Marine Authority & local logistics / BB Ops teams during the planning of any inbound
transport. If in doubt in any phase in relation to the application of this standard, projects
should email the Central Joint mailbox MTJVT@chevron.com for specialist advice.

4.8.4 Supporting Standards

Chevron Engineering Standards mandated by this Standard


FFS-PU-5116-B Transportation of Cargo by Barge or Ship
FFS-DU-5173 Global Performance and Stability Design for Floating Offshore
Platforms
FFS-PU-5247 Model Test Specifications for Floating Systems
FFS-EN-200 Metocean Conditions for Ocean Transports and Installations
Industry guidance documents: Adopted as appropriate on the basis of equivalency to
Verification Standard listed above, for each verification Element defined.

5 Safety Culture Development


5.1 Introduction
Chevron believes all incidents are preventable and that incident-free operation (IFO) is
achievable. We embrace the two key principles which we believe are fundamental in
achieving our goal of IFO:

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 Do it safely or not at all


 There is always time to do it right
An organization with a “safety culture” is one that gives appropriate priority to safety and
realizes that safety has to be managed like other areas of the business.

5.2 Pre-contracting Safety Discussions


Prior to hiring any vessel from a company that has not done business with the SBU for a
period greater than six (6) months, the contract owner or delegate shall meet with the
company’s management. This meeting is to both emphasize that safety is a core value and
develop an understanding of the contractor’s management commitment to safety. Some
areas for the contract owner to consider are:

 Senior leadership’s safety beliefs


 Vision for reaching IFO
 Effective engagement-deployment throughout the company
 Company’s passion for safety
 Ensure senior leaders understand their role in creating and sustaining a Total Safety
Culture
 Measurement and continuous improvement strategy
 Audit of vessel operator’s safety management system
If the contract owner is not satisfied that the contractor’s management is committed to
safety, then the contract owner can choose not to use the contractor at this time or to jointly
develop a mitigation plan.

5.3 Safety Orientation


In addition to CHESM pre-job orientation requirements, the crew of all vessels, at the
commencement of contract, shall receive a Chevron safety orientation. Any new crew
members during the duration of the term shall also receive a Chevron safety orientation.
The safety orientation shall review, at a minimum, Chevron’s incident reporting
requirements, Stop Work Authority, Tenets of Operation, and IFO culture. It is the contract
owner’s responsibility to ensure that crew members receive their initial orientation along
with periodic reinforcement of the safety principles.

5.4 Operation Meetings


Prior to the commencement of high-risk operations, an operations meeting shall be
conducted with a checklist of critical items to be discussed during the meeting. The
checklist shall have, at a minimum, Stop Work Authority, Procedure Review, and Risk
Assessment as topics to be covered during the meeting.

5.5 Crew Changes


Crew changes should take place in port at a shore facility if possible. Crew changes should
be avoided during high risk marine operations. If crew changes must occur during “high-
risk operations”1, then the Chevron Project Manager and vessel operator shall ensure
mitigation measures are defined and implemented.

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The Marine Contract Owner or Chevron Project Manager shall ensure that all vessel
operators shall have documented crew-change procedures. The crew-change procedures
shall include a handover meeting between the senior officers of the existing and
replacement crews. This handover meeting should address, at a minimum, the following:

 Condition of the Vessel


- Any loading or discharging necessary
- Any incidents during the last crew shift
- Any mechanical issues
- Any communication problems with installations
- A stability update
- Any dangerous cargoes onboard
- Any personnel transfers required
- Any special instruction ordered from installations and SIMOPS activities
 Scheduled Sailing Time
 Use of Stop Work Authority
 Weather conditions
NOTE: “High risk operations” are defined as those operations where a specific risk assessment
has been conducted and the operations have been defined as High Risk.

5.6 Daily IFO Communication With All Vessels


Daily communication with all chartered vessels to reinforce Chevron’s IFO culture is
recommended. The communication shall begin with a reinforcing statement of the duration
of incident free operations (e.g., “Marine transportation department is incident free for 263
days.”). Additional questions are asked based on BBS observations, any recent incidents,
Tenets of Operation, and SBU specific areas of concern. Examples of potential questions
are as follows:

 Have you seen any unsafe actions?


 Do you have any accidents, incidents or near misses to report?
 Did vessel personnel use “Stop Work Authority” today?
 Any crew members that need Chevron Orientation?
 If hazmat material was loaded in the past 24 hours, did you receive the proper
paperwork?
 What was discussed during job safety analysis?
 Do you have any short service employee aboard?

5.7 CHESM/MSW/MSRE Work In Progress Activities integration

5.7.1 Chevron facilitated Marine Contractors HES Meetings

Two (2) Chevron SBU facilitated Marine Contractor meetings per annum shall take place
for each contractor registered within the CHESM System. The contract owner (or delegate)
shall set the meeting schedule and agenda. The purpose of the meetings is to share

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contractors’ HES experiences, best practices and review the contractors’ marine safety
metrics. The events shall also be used to assess contractors’ performance against the
Chevron Seven Key Upstream Marine Expectations. The standard CHESM Performance
Review template shall be included within the meeting documentation and results reviewed
during each meeting. The data shall be shared with the CHESM Process Advisor by
appropriate means.

5.7.2 Joint OVMSA Verification & Assessment (JOVA) Activities

The CHESM Performance Review template is included in the standard Upstream JOVA
Protocol and shall be completed during any JOVA Assessments. Completed JOVA reports
shall be made available to CHESM Advisors through the internal OVIS System (Offshore
Vessel Information System).

5.7.3 Field verification using SUPO (OVID Supplement) and other


inspections

A SUPO (OVID Supplemental) Inspection format is used across Upstream. The SUPO
form shall be used to supplement any existing Annual OVIQ Inspection (OCIMF, London)
and shall include local SBU parameters as necessary. The SUPO shall include the standard
CHESM/MSW Field Verification template. All SBU Random inspection or other
inspection forms shall also include the CHESM/MSW Field Verification template.

5.7.4 MSW Leadership Engagement Procedure

Appendix A (MSW OE Process Leadership Engagement Procedure) Table 6 contains


specific requirements applicable to Chevron leaders. U&G leaders reinforce OE culture,
instil operational discipline and verify and validate conformance with U&G MSW process,
standards, and procedures. Leaders’ participation in vessel inspections may be used in
support of the MSW engagement activity requirements. Engagement records shall be
shared across CHESM/MSW by appropriate means. Verification activities should be
entered into the MSW Leadership Engagement IT Tool to be used for both MSW and
CHESM recording purposes.

5.7.5 Training and information sharing

SBU Upstream Marine Authorities shall liaise with the SBU CHESM & MSW Advisors
(or delegates) and receive training in the correct use of CHESM /MSW Performance
Reviews. All SBU marine personnel assigned to vessel inspection duties shall receive
training in the use of the Field Verification template. Arrangements shall be made within
SBUs to ensure information is shared with CHESM/MSW following any MSRE related
Work in Progress activities. Data may be shared through the Chevron OVIS System.

5.8 Marine Investigation and Reporting (II&R) Reporting for


MSRE scope vessels

5.8.1 Scope & Application

This section emphasizes requirements for the notification; investigation and reporting of
incidents and near misses which involve MSRE scope assets. Correct application of II&R
will avoid inappropriate, untimely or erroneous reporting. It is vital that the approved
Incident Investigation and Reporting (II&R) SBU OE Process requirements are followed at
all times.

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The requirements in the section do not amend or change any aspect of the II&R OE Process
or procedures, and merely enforces the appropriate SME involvement in investigation and
reporting of marine related incidents and near misses. The current annual edition of the
OEDRS (OE Data Reporting Standard) applies in all cases for boundary determination.

The SBU Upstream Marine Authority holds responsibility within the MSRE OE process to
be a consultant or participant in all marine-related incidents and near miss investigations
relating to MSRE scope assets. The SBU Upstream Marine Authority (or qualified
delegate) is expected to be available upon demand and at short notice in response to any
request for participation

In observance of Tenet of Operation No. 10 and in compliance with MSRE OE


requirements, the following shall apply with respect to any marine incident or accident,
waterborne spill/release or any near miss with such a potential outcome. This Notice
complements OE Processes II&R and shall apply to any contracted or subcontracted
marine vessel or barge while operating inside an SBU ‘OE Reporting Boundaries’ as
defined in MSRE Scope & Corporate OEDRS.

The following clarifications and expectations exist:

Notification: The SBU Upstream Marine Authority should be notified and consulted as
SME (Subject Matter Expert) in relation to the application of boundary determinations as
well as incident classification.

Level 1 Events: The SBU investigation team may include the SBU Upstream Marine
Authority (or qualified delegate) in marine (MSRE scope) related events. As a minimum,
the SBU Upstream Marine Authority should review Level 1 investigation reports prior to
the conclusion of the investigation.

Level 2 or 3 Investigations: The SBU Upstream Marine Authority (or qualified delegate)
is expected to be either an RCA Team Member or an active consultant in any marine
(MSRE scope) related Level 2 or Level 3 investigations. The SBU Upstream Marine
Authority is expected to review findings with the RCA team.

The SBU Upstream Marine Authority (or qualified delegate) is expected to be available
upon demand and at short notice in response to any request for participation. The SBU
Upstream Marine Authority is ideally placed to call upon additional support resources as
may be required.

5.9 Joint OVMSA Verification & Assessment (JOVA) Protocol


OVMSA (Offshore Vessel Management and Self Assessment) is an internationally
recognized specialist marine risk management system developed and managed by Oil
Companies International Marine Forum (OCIMF), London. OCIMF is a voluntary
association of Oil Companies and has held consultative status at the IMO since 1971. The
OVMSA system focusses on best practice and continual improvement concepts for
offshore vessel Operators.

A Chevron internal protocol entitled ‘Joint OVMSA Verification & Assessment’ or


(JOVA) is used by Chevron to verify an Operators’ OVMSA assessment as published by
Operators in the OVID system. Operators shall ensure that Chevron is granted access to

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their published Self Assessments within the OVID system. SBU Upstream Marine
Authorities are required to communicate the requirements contained in this Protocol to all
applicable Contractors. The Seven Key Upstream Marine Expectations have been or shall
be communicated to all applicable in-service or prospective marine contractors.

The OVMSA questions & stages are primarily designed to assess the effectiveness of an
Operator’s management controls by sampling the effectiveness of the safety management
systems in their office and on aboard their vessels. JOVA is an objective ‘data driven’
assessment which reflects the joint assessment made during the Verification Assessment; it
does not include subjective comments or opinion and does not state acceptability or
otherwise. Observations from any JOVA shall be assessed and managed internally either
within SBUs by the Upstream Marine Authorities (in partnership with the contract owner)
or the central Upstream Offshore Assessment team. The vessel Operator is responsible for
developing a post Assessment action plan and the role of the JOVA process is to provide
guidance to that plan in a collaborative manner. The JOVA Process is NOT an Audit
process.

The following verification Assessment requirements for internal Joint OVMSA


Verification & Assessment (JOVA) are valid from 01 Jan 2015:

1. A central OVMSA Verification support team provides support to SBUs. This team
will provide Independent Assessors to lead the JOVA process and guide the reporting
and engagement efforts within SBUs.

2. A comprehensive Joint OVMSA Verification Assessment plan shall be generated by a


Lead Assessor in consultation with the SBU Upstream Marine Authority (or delegate)
and contract Owner prior to the Assessment taking place. The Assessment plan shall
consider numbers of vessels (by contractor) deployed and risk exposures. The
Assessments shall focus in the initial phase on highest risk vessel Operators.

3. The Joint Verification & Assessment activities shall be managed by an appropriately


qualified Lead Assessor and may be supported by other SBU representative(s) using
either a Chevron in-house or contracted marine advisors or the SBU Upstream Marine
Authority.

4. Any Verification Assessor assigned to a JOVA Assessment shall meet the minimum
level of qualification, experience and competence. The Offshore Marine Assurance
Manager shall approve deployment of Assessor/s as part of the pre-inspection plan
§1.2. All Assessors shall receive appropriate quality assurance / ISO/ ISM Lead
Assessor training and SBU business and supplier familiarization.

5. It is recommended that as a minimum the JOVA shall take place with a 2 (two) person
SME team over a 2-3 day period although this period will vary depending upon vessel
Operator type, assets deployed, location, makeup of verification team and operational
complexity of contracted vessels.

6. The Central Upstream Assessment support team shall maintain a register and annual
assessment plan which shall be shared with the Upstream Marine Risk Network
members at regular intervals.

7. Metrics tracking the effectiveness of the JOVA process shall be defined and records
maintained.

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8. Upon completion of a Joint Verification Assessment, the Lead Assessor shall publish a
JOVA Report and share the report with a) Contract owner and b) SBU Upstream
Marine Authority and c) CHESM representative.

9. The JOVA Summary Report shall be forwarded to the Operator following the
conclusion of the Assessment.

10. Results of all Verification Assessments and formal JOVA Report shall be recorded in
the Chevron internal OVIS (Offshore Vessel Information System) database.
Verification Assessments shall be conducted to align with SBU CHESM process
requirements and information shared through the OVIS & CHESM databases.
Findings and follow-up activities shall be made available to CHESM Advisors. The
JOVA protocol complements CHESM and is more comprehensive in the area of vessel
ship management effectiveness including process safety risk. This process shall be
used to integrate and reduce duplication of effort at the SBU level to assist marine
contractors.

11. Depending on the associated risk and quality of assessment. An agreed period of re-
review (either 1, 2 or 3 years) shall be determined by the central Assessment team
following a review.

Joint OVMSA Verification & Assessment (JOVA) Process Steps

5.9.1 Schedule of Joint Assessments

The Offshore Assurance Manager (Upstream Capability), in co-operation with the SBU
Upstream Marine Authority, shall determine the number and type of Contractors in use in
their SBU. As part of the Annual MSRE Continual Improvement Plan (CIP), an
assessment shall be used to determine a number of JOVA Assessments to be completed in a
given calendar year within the SBU. The assessment shall be made based upon fleet size,
total spend and overall risk profile based upon factors such as

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 Incident history in previous periods within any Chevron area/SBU


 Operational history in other Chevron areas of operation.
 Port State control (PSC) detention history of given fleet vessels
 Level of maturity of Operators management systems
 Overall need for support
 Best practice sharing in Marine Risk Network
 Company directives or management policies
 Specific requests for an assessment from an individual Ship-owner or Operator
As a guide, the following MINIMUM number of JOVA Assessments shall be conducted
annually within each SBU:-

No. of OVID Operators Registered in OVID with No. of JOVA


published OVMSAs inside a SBU Area of Operation Assessments in SBU
required Per Annum
0-6 2
7-15 3
16-20+ 5

Table 7: Minimum JOVA Assessments (Per Annum/per SBU)

The above Table 1 is indicative only. Individual SBUs may elect to conduct more
Assessments based upon their risk, fleet or overall contractor performance level and need.
Each SBU is able to call-in a JOVA Assessment upon request based upon operational
circumstances or at the request of management. Any JOVA (Joint Verification &
Assessment) exercise may only be conducted using the protocol detailed above.

As part of ongoing capability building and development of marine verification skills,


Assessors shall lead engagement opportunities in any visited SBU including arranging
activities such as:- Engagement with SBU MSRE Sponsors and Advisors, training for
marine operational personnel in the correct use of OVIS and promotion of the Chevron
Upstream Seven Key Expectations. The aim is that the process shall drive sharing of
marine risk management best practices with internal personnel and the MSRE CoP.

6 Personnel Transfer
6.1 Responsibilities and Procedures
As for most potentially hazardous operations carried out in the offshore environment, the
safety of personnel can be greatly improved by careful and systematic job safety analysis.

This section details the procedures and precautions to be taken. All personnel involved in
any type of the following transfer shall be equipped with the statutory personal protective
equipment (PPE).

The weather limits for various types of transfer operations shall be determined. A detailed
pre-transfer risk assessment shall be used to ensure that established weather limitations are
not exceeded.

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6.2 Personnel Transfer by Basket/FROG


Radio and/or hand signal communication between all parties involved in the transfer of
personnel shall be clearly established before the operation in the pre-job/Job Safety
Analysis (JSA) meeting and maintained throughout the operation.

In addition, the crane operator shall have a line of sight to the Signal person at all times
throughout the operation. Weather conditions must be assessed and form part of the JSA.

6.3 Personnel Transfer from Vessel to Vessel at Sea


Transfer by Fast Rescue craft (FRC), daughter craft, workboat, zodiac or rigid inflatable
boat (RIB) is only permitted for specialist working applications, emergencies or unforeseen
circumstances, such as medivac, casavac, compassionate or life threatening occurrence.

Transfer of personnel by FRC, daughter craft, workboat, zodiac or rigid inflatable boat
(RIB) can only take place once the responsible persons for each of the vessels or units
between which the transfer is intended have given permission and following an inclusive
risk assessment.

Vessel or installation lifeboats or Totally Enclosed Motor Propelled Survival Craft


(TEMPSC) are not considered suitable for personnel transfer except in emergencies.

6.4 Boat Crew


For personnel transfer, the boat crew must be a minimum of 3 persons with at least one
member of the crew having undergone training as Coxswain.

6.5 Procedure for Boat Transfer in Specialist Operations


In allowing vessel to vessel transfers or transfers by FRC, daughter craft, workboat, zodiac
or rigid inflatable boat (RIB) in specialist operations such as seismic, pipe lay, dive support
or construction activities, those responsible shall undertake a full and comprehensive risk
assessment taking into account the state of weather and sea, vessel access, reasons and
timing of the transfer, crew competency, fitness and marine experience of the individuals
requiring transfer.

Life jackets and safety helmets shall be worn by both crew and passengers during transfer.
Where practicable a lifeline shall be attached to passengers during embarkation and
disembarkation.

6.6 Gangway Transfer of Personnel


Each SBU shall develop and implement a procedure for vessels or installations connected
to a Chevron installation or contracted Mobile Offshore Drilling Unit (MODU) by a
gangway. The SBU shall ensure a procedure is in place such that the current Personnel On
Board (POB) list can be produced. The responsibility for developing and implementing
gangway procedures to adhere to these standards lies with the faciilty or vessel operator
providing the gangway.

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All personnel who intend to use the gangway facility shall have a full understanding of the
control system in use and its importance prior to transferring across the gangway. They
must also have a full understanding of procedures in force for emergency situations.

Weather Limit Guidelines


The weather limits for gangway operations shall be determined by the design of the
gangway, the installations that it connects and the Offshore Installation Manager(s) (OIM),
vessel master, or delegates, shall be responsible for ensuring that the limitations are not
exceeded.

6.7 Gangway Transfer from Vessel to Shore


There is an obligation on the Master of the vessel to ensure that a safe means of access is
provided and maintained, both between the ship and the shore or another ship alongside
which the ship is secured at the dock/quay.

When access equipment is provided from the shore it is still the responsibility of the
Master to ensure that this equipment is suitable and meets the following minimum
requirements:

 The angles of inclination of a gangway or accommodation ladder shall be kept within


the limits for which it is designed. Gangways are not be used at an angle of
inclination greater than 30 degrees from the horizontal.
 When the inboard end of a gangway rest on or is flush with the top of the bulwark, a
bulwark ladder shall be provided. Any gap between the bulwark ladder and the
gangway is to be adequately fenced to a height of at least 1 meter.
 Gangways shall not be rigged on ship’s rails unless the rail has been reinforced for
that purpose.
 A safety net shall be installed as per Flag and Port state requirements.
 The means of access shall be checked to ensure that it is safe to use after rigging.
Further checks and adjustments are to be made when necessary due to tidal
movements or change of trim and freeboard. Guard ropes, chains etc. shall be kept
taut at all times and stanchions shall be rigidly secured.
 The means of access shall be located clear of the cargo working area and so
positioned that no suspended load passes over it.
 A life buoy with a self activating light and buoyant safety line attached shall be
available adjacent to the gangway location.
 Both ends of the gangway shall be suitably illuminated to reduce likelihood of falling
or tripping.

6.8 Transfer by Swing Rope


In many onshore and offshore areas of operation a swing rope is used to transfer
passengers to and from a vessel and an installation. In favourable calm sea conditions this
is a routine activity because the vessel can hold station near the installation landing stage
and provide a stable platform. However, if the vessel cannot be manoeuvred into this
position then transfer by swing rope shall not be attempted.

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Both Master (and Duty Navigation Officer) and the passenger shall mutually agree to a
swing rope transfer before the action takes place.

When a transfer is imminent, the Master shall ensure that the following is adhered to:

 Crew member fully equipped with appropriate PPE will be on the vessel landing
stage to assist the passenger during transfer
 Crew member and/or passenger will confirm the rope is in good condition and not
coated with oil, mud or chemicals. If a defect is observed the rope shall not be used
and a hazard observation or condition report will be submitted to relevant marine
controller or facility management.
 For transfer, a work vest must be worn and fully donned.
 Passenger must use both hands to grasp the rope and should not wear gloves.
 Light weight hand carries can be passed across from the vessel passenger landing
stage to the platform, but where there are numerous or heavy items a small basket
shall be used.
 Passenger shall not wear heavy back packs nor any tools attached to waist belts.
 Passenger shall not stand on the top of the vessel tire fenders.
 Life ring(s) shall be positioned, readily available for use, near the vessel’s passenger
landing stage.

6.9 Transfer by Pilot Ladder


Any use of pilot ladders shall comply with all IMO/Flag/Port/SOLAS or IMPA
requirements or best practice. Pilot ladders are used for the transfer of pilots, mooring
masters, surveyors, agents and in exceptional circumstances, pilot ladders may be be used
for crew changes. In any transfer using pilot ladder, a comprehensive and effective risk
assessment shall take place immediately prior to the transfer. The risk assessment shall
include assessment of the physical situation, movement of vessels, visibility, safety
equipment, PPE, state of weather and experience of the personnel involved. The Master of
any ‘transfer-from’ vessel holds final responsibility for authorising any pilot ladder transfer
from his vessel.

7 Cargo Handling
7.1 Introduction
The loading, stowing, and discharging of cargo to and from a vessel are activities that pose
significant risk of injury. The following are intended to mitigate these risks. The individual
vessel Master has ultimate responsibility for acceptance of cargo to and from the vessel and
the stowage and separation of cargo on and below deck. Lifting gear used in cargo
handling shall be colour coded. All lifting gear shall be subject to appropriate pre-lift
inspection.

7.2 Containers
All small cargo items and palletized materials for transfer to and from offshore installations
shall be containerized. Where offshore installations/facilities cannot accept containerized
cargoes due to design limitations and/or abnormal conditions, a facility-specific variance

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request (stating the reasons for request) shall be submitted and approved by the Supply
Chain and HES Manager as well as the receiving facility Manager prior to non-
containerized material being shipped.

The contract owner/sponsor shall ensure that all cargo containers:

 are permanently and clearly marked with maximum design gross weight capacity, net
empty weight and other relevant information, colour coded and
 shall have a time bound inspection process in place.

7.3 Pre-Slung Cargo


The contract owner/sponsor shall ensure that all cargo items to be shipped between shore
bases and offshore installations shall be pre-slung. Any deviations shall require a facility-
specific request (stating the reasons for request) and be submitted and approved by the
SBU Upstream Marine Authority, SBU HES Manager as well as the receiving facility
Manager prior to non-containerized material being shipped.

The slinging of pallets, or the use of pallet carriers, is deemed unsafe practice and should
be discouraged. Furthermore, pallets alone shall not be used for transportation of
equipment offshore. The shipment of palletized cargo shall be in metal containers or
baskets appropriate for the need, however, due to limited lay-down space on some small
facilities, the use of pallet carriers can be accepted following detailed site specific risk and
handling assessment. In this case, a variance procedure shall be followed as detailed
above.

7.4 Critical/Heavy Lifts


A heavy lift is defined as any lift greater than 75 percent (75%) of the rated capacity (per
load chart) of the crane or hoist used for a specific lifting activity. A critical lift is defined
as a complicated or complex lift; a heavy lift; a lift involving man riding work baskets;
and/or a lift so named by management or the Crane Operator due to the uniqueness of the
lift. The U&G Lifting and Rigging Standard (MSW OE Process) list the definitions of
various types of lifts and should be referenced. All operations shall comply with any valid
port state definitions and requirements for lifting operations.

All critical/heavy lifts shall require a lifting plan to be developed prior to commencing the
operation. This plan will include a Job Safety Analysis (JSA) involving the relevant
personnel for both loading and discharging.

7.5 Tag Lines


Lifts that use tag lines shall be performed as follows:

 Tag lines should be attached to the load (not to the sling).


 For large loads, two tag lines are recommended with one being placed at each end of
the load.
 When using a tag line to direct a load into place, be aware that the load can swing
into other objects when there is too much force applied in the wrong direction at the
wrong time. Pull easily until the load turns and then direct it into place by using only
enough force to get it there.

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 Special lifting configurations may require longer tag lines.


In cases where a tag line may not be considered a safe option, the situation shall be
discussed and included on a JSA and in a pre-job safety meeting.

Where tag lines have already been installed on the load, a boathook should be considered
to be used to retrieve the tag line in order to avoid being close to or under the load.

7.5.1 Hazards

Additional hazards associated with the use of tag lines include the following:

 Potential injuries from dropped objects as a result of the personnel handling cargo
having to work closer to suspended loads than would normally be the case.
 Potential injuries from slips, trips and falls associated with distracted personnel.
 Potential injuries resulting from the personnel handling cargo being dragged across
the handling area because of a heavy load rotating in an uncontrolled manner and/or
the tag line becoming entangled in limbs or clothing.

7.5.2 Do’s

 Make sure that at all times the personnel handling tag lines work at a horizontal
distance from the load equivalent to its height above the handling area, maintaining
an angle between the line and the horizontal of not more than 45 degrees.
 Keep all sections of the line, including slack, in front of the body, between the
handler and the load.
 Ensure that when two or more persons are handling the same line, ALL of them must
work on the same side of the line. Any slack must be kept in front of the group.
 Hold the tag line in such a manner that it can be quickly and totally released.
 Take extra care when using tag lines while wearing gloves to ensure that the line does
not become entangled with the glove.

7.5.3 Don’ts

 Don’t secure or attach tag line in any manner to adjacent structures or equipment.
This includes the practice of making a “round turn” on stanchions or similar
structures and surging the line to control the load.
 Don’t loop tag line around wrists, or other parts of the body.
 Don’t retrieve taglines by going under load.

7.6 Cargo Securing


The Master shall be responsible for securing cargo; however, the boomer/stored energy
type of chain binders shall not be utilized for cargo securing. Ratchet type chain binders
are recommended. All vessels, as per Flag State requirements shall carry a Class-approved
cargo securing manual which shall be recognized in the audit process.

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7.7 Selective Unloading (Cherry Picking)


Selective unloading shall not be allowed. The Master shall monitor any unloading to
ensure selective unloading does not occur.

Selective unloading or “cherry picking” is defined as when it is required for riggers/deck


crew to climb on top of lifts (i.e. cargo containers, boxes, containers, etc.) or entering into
unsafe deck areas when handling cargo (where confinement does not allow easy access to
cargo and the opportunity for safe evacuation of this area, i.e. when cargo is secured
closely to bulwarks not allowing sufficient access by riggers/deck crew).

7.8 Back-Loading Liquid Products from Offshore


When back-loading any liquid product (e.g. drill stem contents or surplus liquids such as
oil based mud or slops) from an offshore installation, the Masters of vessels shall obtain a
Material Safety Data Sheet (MSDS) or laboratory report from the offshore installation
before commencement of loading. No dangerous goods can be loaded without an MSDS or
laboratory report.

8 Anchor Handling
8.1 Introduction
This procedure applies to all anchoring operations being carried out, or planned to be
performed within an area controlled by Chevron Upstream and Gas. Their purpose is to
standardize such operations and ensure that they are carried out in the safest and most
practical manner. They will apply to all operations involving anchoring and the
deployment of moorings at any site operated by Chevron Upstream and Gas.
Requirements for Simultaneous Operations (SimOps) planning and procedures are
contained in the MSW OE Process in the U&G Simultaneous Operations Standard.
Simultaneous Operations (SimOps) is defined as, but not limited to, performing two or
more of the following operations concurrently in close proximity:

Production Operations Rig Operations and Rig Moves

Construction Operations, including Mobilization and Demobilization of


Electrical and Instrumentation (I&E) Equipment

Anchoring of Vessels Seismic or Geotechnical Operations

Derrick Barge Operations Aircraft Landing/Takeoff

Heavy Lifts Emergency and/or Spill Response

Diving Operations

8.2 General Rule for Anchoring


All Chevron-controlled vessels and mobile offshore units shall have authorization prior to
anchoring within Chevron controlled areas.

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8.3 Emergency Anchoring


If a vessel has to anchor in an emergency, the Master must contact Marine Control or the
installation OIM prior to anchoring. If this is not possible, the greatest of diligence shall be
exercised to ensure that the integrity of underwater installations or pipelines is not
compromised in any manner. Upon such anchoring a report shall be made to the OIM or
authorized person who will assess the situation and issue instructions for any further course
of action.

8.4 Anchoring of Mobile Offshore Units


“Mobile Offshore Units” apply to all types of offshore drilling and construction units
including but not limited to the following:

 Semi-submersible drilling rigs


 Jack-up drilling rigs
 Accommodation units
 Heavy lift crane vessels
 Pipe laying vessels
 Pipe trenching units
 Drilling tenders
 Project Vessels
 Drill ships

8.5 Written Mooring Operation Procedure


Detailed written procedures shall be produced in sufficient time prior to mobilization to
allow all parties (owner/operator of the unit, vessel operators, OIM and Chevron
authorized person) to review and approve. This mooring operation procedure shall include,
at a minimum, the following:

 Anchor patterns and drawings


- Anchor positions
- Sequence of setting anchors
 Pipelay barges/vessels may require alternative options in setting anchors due
to changing weather conditions such as wind, seas and current. These
conditions may be unpredictable in the planning phases of the project but
should include how this will be addressed during the pipelay operations.
- Certification of mooring equipment (winches, wires, swivels, shackles etc)
- Anchor line lengths showing touchdown points and tensions
- Minimum tensions to maintain the specified minimum vertical separation where
a line cross any subsea pipeline, cable or structure
 The local SBU may determine distance requirements from a pipeline, cable
or structure.

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 If measurement of tensions cannot be obtained, then use of other devices


such as a mid-line buoy may also be considered.
- Positions of all surface installations, structures and all subsea features to include
wrecks, pot marks, wellheads, pipelines, cables, all subsea obstructions and
bathymetry
 Consideration should be given to current site survey data and hazard surveys
identifying avoidance areas
- Charts accompanied by catenary curves for the wires or chains of the unit/vessel
at working depth computed for all working tensions
 Where catenary curves and computation of working tensions are not practical
due to the operation, the SBU may determine other methods to ensure
pipelines, wellheads, cables and other subsea structures are avoided.
 Operational weather parameters
 Vessel, cargo and crew change requirements
 Site survey
 Mooring and loads share analysis that has been reviewed by a third party
- If mooring analysis cannot be accomplished, a third party survey will be
available to assist in positioning of anchors.
 A complete list of the installation’s mooring equipment and any additional equipment
required, including the type, weight, number and spares required; all mooring
equipment shall have valid certification
 Vessel specifications required to perform the operation
 Risk assessment
 Contingency plans
 Local regulatory requirements are to be reviewed and complied with

8.6 Pre-Move Meetings


Prior to all anchor handling operations a pre-move meeting addressing, at a minimum, stop
work authority, deteriorating weather, roles and responsibilities, risk assessment, crew
handover requirements, notification procedures for mechanical malfunction/injury/spill,
and stability, shall be held onshore and offshore.

8.7 Minimum Anchor and Mooring Line Clearances


Minimum clearance distances from subsea infrastructure for the positioning or handling of
mooring equipment are set by the Chevron BU management and shall be built in to the
detailed mobile unit move procedures.

This will include, as a minimum, clearance distances from the following:

 Pipeline including direction of pull


The 152.4m (500 ft) / 304.8m (1,000 feet) rule may apply when laying anchors for
pipelay barges, derrick barges and dive support vessels (DSVs) 1.

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 Horizontal distance
The 152.4m (500 ft) / 304.8m (1,000 feet) rule may apply when laying anchors for
pipelay barges, derrick barges and dive support vessels 1.
 Vertical height
In shallow water, where the risk assessment identifies the anchor or anchor cable
coming into contact with exposed subsea structures, the Chevron Project
Manager/Team shall develop a mitigation plan to prevent underwater structures from
being snagged by anchor or anchor lines.
 Adjacent mooring
Where the risk assessment identifies an adjacent mooring, the Chevron Project
Manager/Team shall develop a mitigation plan to address mooring and SIMOPS.
For DSVs, there should be consideration in using an anchor/assist tug when setting
anchors near platforms/risers to avoid snagging risers or structural members when
deploying or recovering anchors.
1
Anchors should not be placed closer than 152.4m (500 feet) from a pipeline and must be
placed a minimum of 304.8m (1,000 feet) from pipeline(s) when anchor wires cross over
that pipeline(s). Anchors shall be located in accordance with their company and regulatory
requirements around all existing wells, subsea valves, structures and magnetic anomalies.

NOTE: In special circumstances and requirements where anchors are to be placed at a


lesser minimum distance from such underwater installations and where such a requirement
has been identified, specific anchor patterns and procedures shall be drawn up. These shall
be submitted, sufficiently in advance, to enable the Business Unit to examine and assess
the implication and assure that there is no unacceptable risk to any asset.

8.8 Vessels Involved in Anchor Handling Operations


Prior to the mooring operation, the vessels to be used shall be inspected (as per §4.0 Vessel
Quality Assurance) including a verification of adequate number and the competency of key
personnel. The vessels’ Master(s) shall be fully briefed prior to the operation and
debriefed upon completion of the operation.

8.9 Special Considerations


When the anchor pattern calls for anchors to cross pipelines or cables, then the anchors
shall be ‘decked’ on the anchor handling vessel (AHV) well clear of the pipeline or cable
to be crossed and secured by a secondary device which shall be tested to the same load or
higher as the main pennant.

In some regions, decking of anchors may not be possible. The SBU is to develop
procedures that will ensure that mitigation of the risks is addressed. This can include the
following:

 A method of securing the anchor winch, i.e., “dogging” of winch.


 The minimum number of wraps on winch drum(s) (i.e. 5 wraps) for the pendant wire
is to be specified.
 A winch preventative maintenance program – winch brake testing, winch inspections,
etc. – is to be provided.
 The pendant wire is to be the same size, as a minimum, of the main wire.
 The pendant wire rope replacement schedule is to be provided.

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 Coordinating surveying and anchoring deployment plans in order to minimize


exposure when transiting over pipelines.
NOTE: In some regions, regulatory may require that in certain depths of water, pipelines
are required to be buried.
 The Chevron Representative is present and available, as required, when crossing over
a pipeline(s). Diving Superintendents or Barge Superintendents should be present
and available, as required, in accordance with the vessel’s operating procedures.
 When crossing a third party pipeline, a third party company representative should be
present during operation.
 Vessels are to move away from pipeline when transferring anchor from vessel to tug.
 When Chevron is aware third party operators are running anchors over a Chevron
pipeline(s) the following is recommended:
- Request anchor mooring plans from third party installation contractor at least 48
hours in advance of operation.
- Consult with Chevron’s Land Department, as required, when working with third
party operators.
- Whenever feasible, a Chevron representative should be placed on the third party
contractor’s vessel during the operation when it crosses a Chevron pipeline(s).
- If the third party installation contractor cannot adhere to the 152.4m (500 ft) /
304.8m (1,000 feet) rule, then proposed anchor placement plat diagram should be
reviewed and concurred with Chevron Facilities Engineering Group.

8.10 Sockets
Short bow type sockets are required for any operation where they may pass over a roller or
drum under load (e.g. when anchor handling), long bow spelter sockets are not permitted.
Acceptable socket types include snub nose, gold nose, pee wee and Crosby mooring in-line
sockets. The use of alloy ferrule terminations is to be avoided.

Pelican hooks shall not be used for anchor handling.

9 Hose Management
9.1 Introduction
Improper selection and management of hoses used in support vessel operations present
risks to people and the environment. This procedure describes the methods by which
Chevron Upstream and Gas will make sure that hose management is aligned to industry
best practice.

NOTE: Bulk petroleum export hoses are not included within these requirements and are
covered by other processes and SBU specific procedures.

9.2 Hose Management


To mitigate the risk of spills, each SBU shall have:

 A system to prevent cross connecting hoses

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 Ensure that all hoses are supplied with valid test certificates from manufacturer
 A procedure in place to ensure the integrity of hoses on both vessels and installations,
which includes periodic testing of hoses and associated equipment

9.3 Flotation Collars


The hose owner/provider (installation or vessel) shall make sure that all hoses have
sufficient floatation collars and utilizes them at all times to keep the hose sections on the
sea surface.

9.4 Connectors
The hose owner/provider (installation or vessel) shall make sure that all hoses have self-
sealing couplings for pollutants.

9.5 Breakaway/Weak link Couplings


The hose owner/provider (installation or vessel) shall make sure that all hoses have
breakaway (weak link) couplings for pollutants and use them when the unmoored vessel is
engaged in bulk liquid transfer to or from an installation.

An example of an acceptable system is the IMO Hose Management System which along
with other reference material is available through the SBU Upstream Marine Authority.

10 Vessel and Installation Communication


10.1 Introduction
The time a vessel spends alongside an installation is particularly hazardous; the longer this
time, the greater the risk of an incident. Efficient planning by installations and shore bases
are a good way to limit vessel idle time and reduce safety risks.

10.2 Vessel – Installation Communication


The installation will know in advance through communications with the Shore Base that a
vessel is scheduled to visit. When directly en route to the installation, the vessel master or
designate shall communicate with the installation at a minimum as follows:

 One hour prior to arrival, (where practical)


- To advise the estimated time of arrival (ETA) and request berthing instructions
and/or service location
 Entering the 500 m Zone or Anchor Pattern:
- To confirm the berthing arrangements and/or service location
- Request to make ready linesmen to handle ropes where applicable
 Secured or at service location
- To confer on/off loading plan/backload to be received
- To advise/confirm vessel/rig communications arrangements

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- Ensure stability of vessel is maintained at all times


- To confirm readiness to begin cargo operations
It is recommended that vessels communicate with the installation earlier than the one-hour
minimum, to advise the installation of ETA and verify that the installation will be ready to
accept them. In the case where installations are located close together, communication with
secondary installations shall be conducted as soon as practical.

The marine group in each SBU shall collect the data from the vessels’ log books. Each
SBU shall establish metrics that will capture time within the 500m safety zone. The
following may be considered, in addition to other data to indicate productive time and
utilization:

 Idle time waiting to come alongside the installation to begin operations (this is not a
stand-by duty)
 Idle time alongside (e.g. waiting for cranes, delays with helicopters)
 Total time with the installation from entering to departing the 500 m zone or anchor
pattern
 Waiting on weather and Idle time waiting for backload
The SBU Logistics group shall regularly share these metrics with the installation’s
management.

10.3 Vessel – Installation Communication Mitigation


Should the vessel Master conclude that the communication with the installation is not
satisfactory (e.g., holding idle on station for an extended period of time without
explanation), the vessel shall contact the installation marine coordinator or shore base to
advise that a hazardous situation exists. The marine coordinator/shore base shall contact
the Offshore Installation Manager (OIM)/Drill Site Manager (DSM) or authorized person
on the installation if it is deemed the safety of the vessel is at risk. Master is duty-bound to
pull off an installation if delay is deemed unacceptable. Stop Work Authority shall be
reinforced through training and familiarization of the marine crew.

The marine coordinator/shore base shall create a Hazard Observation or Near Miss report
for each communication complaint from the vessels and these reports shall be evaluated for
corrective actions.

10.4 Marine Safety Awareness for Installation Personnel


To improve the awareness of installation personnel regarding the safety risks associated
with marine vessels, each SBU should provide a marine orientation to installation
personnel involved in marine operations.

11 DP (Dynamic Positioning) Standard


11.1 Introduction
This Standard applies to all DP (dynamically positioned) vessels or units in scope of the
MSRE Standardized OE Process.

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11.2 All Upstream DP Vessels Including Drilling, Testing and Well


Intervention Vessels or Units
All DP (dynamically positioned) vessels or units in scope of this Standard shall comply
with the current version of MTS (Marine Technology Society) DP Operations Guidance
and Appendices which shall be the Chevron Upstream and Gas (U&G) Global DP
operating requirements (Standard).

12 MODU Standards
12.1 Introduction
The risks associated with both near shore and deep offshore maritime drilling, testing or
well intervention are acknowledged. This standard applies to all MODUs including
moored and/or DP drill ships or semisubmersibles, submersibles, drilling jackups and
tender assist units in order to create a common approach to the management of specific
marine related risk associated with such operations.

12.2 Application
This Standard applies and forms operating requirements to all MODUs included in ‘scope’.
The Standard establishes requirements in areas such as marine regulatory compliance, DP
(dynamic positioning), rig moving, anchor handling, hose handling, personnel transfer and
communications. Additional drilling or subsea technical requirements not relating to the
Upstream Marine Standard are outside of the scope of this Standard and shall be assured
using other internal Drilling & Completions (D&C) SBU local or Corporate technical
verification Standards.

13 Survival Craft Standards


13.1 Introduction
The risks associated with operation and maintenance of offshore lifeboats are
acknowledged. This standard applies to all vessels in scope and to all forms of lifeboats
and survival craft used in offshore marine applications for vessels or units in scope. This
Standard creates a common approach to the management of marine risk associated with
lifeboats and survival craft within Chevron operations.

13.2 Application
All applicable vessels and/or units included in Scope.

13.3 Standard
Personnel shall not be placed in lifeboats, rescue boats or liferafts during a drill while these
are being raised or lowered or if a boat is not in its fully stowed position and secured.
Vessel or unit Operators/Owners shall ensure comprehensive Standard Operating
Procedures (SOP) for the testing and maintenance of all lifesaving applications are in
place.

Testing and drills shall be carried out with reference to the following:

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 Vessel Operators ISM management system


 SOLAS Chapter III with amendments
 IMO Circular MSC.1/Circ: 1206, 1136, 1137, 1326 with revisions
 All applicable flag state regulations
 Manufacturers’ instruction manuals and updates
 Vessel or unit SOLAS Training Manual, operational instructional training materials

14 Terminal Support Vessel Standard


14.1 Scope
This Standard applies to all towing and tow support vessels which make a physical
connection to a terminal, facility, production system, mooring, export buoys or vessels
when tasked with towing support, including pull-back operations, inside any Chevron area
of operation (defined in MSRE Upstream Marine Standard §1.2). Deep offshore, ocean
going and/or single or tandem transportation towing requirements are not covered in this
Standard; they are included in the Strategic & High Impact/Low Probability (HILP)
Transportation Verification Standard (§4.8). Anchor handling and rig-move (MODU)
towing requirements are contained in § 8.0 (Anchor Handling) as well as local SBU standard
operating procedures.

Nothing in this Standard shall supersede any more stringent requirements imposed by any
port of flag state requirement or additional terminal requirements which are reasonably
deployed.

14.2 Minimum Vessel Specifications


Each SBU is required to produce and maintain detailed terminal operating procedures.
Individual terminal and/or facility specific minimum vessel specifications shall be defined
as part of the SBU terminal operating procedures. All such procedures MUST align with
the requirement of the Upstream Marine Standard and in force U&G Upstream Marine
Notices. For each vessel engaged in terminal support duties, the minimum vessel type and
specifications shall be defined. If the individual terminal (e.g., Single Point Mooring,
Dock, Vessel to Vessel alongside etc.) has not defined the specific vessel requirements then
an appropriate professional study by a competent party (i.e., naval architect, marine
engineer, terminal design firm) should be carried out which incorporates industry standard
analyses and configuration of each towing vessel taking into account the defined
operational criteria (e.g., metocean, subsea & surface objections etc.) and the vessel size
(Light vs. fully laden) to be assisted (i.e., towed).

The Attestation of Fitness Statements shall be made following a review of the minimum
specifications defined. Minimum Equipment Requirements for specific terminals or
facilities are defined in Terminal specific Operating Procedures. Attestation of Fitness
requirements are included in § 2.4. Each SBU is required to produce and maintain detailed
terminal operating procedures. These procedures shall cover the operations undertaken by
the terminal and not specifically for the operation of support tugs. Terminal support vessel /
tug operation procedures shall be developed and maintained by the vessel operator and
assessed using the approved OVID/ OVMSA risk management process.

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14.3 Crew Competency Assurance


All Operators of line handling or terminal towing support vessels in scope of this Section
are required to have in place a formal systematic competency assurance system specific to
their marine crew. The requirements contained in the Upstream Marine Standard apply and
in addition, Chevron strongly recommend the adoption of the IMCA (International Marine
Contractors Association) Competency Assurance framework (Ref: IMCA C002) or
equivalent for all terminal towing operations.

14.4 Mooring Master / pilot / Tug Master exchange


Effective Mooring Master / Tug Master communications exchanges shall be in place.
Specific requirements for each terminal shall be included in the terminal operational
procedures. Sufficiently detailed checklists shall be used to facilitate effective and timely
exchange of information. Where practicable, face to face meetings between Mooring / Tug
Masters shall take place. Joint exercises shall be included as part of a regular training and
development training regime in the BU or project.

14.5 Continual Improvement – Terminal Support Vessel


operations
Regular formal engagement sessions shall be held between major stakeholders to address
operational, Marine OC and equipment issues. These engagements shall include
representatives from Operations (end users of vessel (s), Area or SBU Marine Supt, SBU
Upstream Marine Authority, SCM / contract owner and vessel management representatives.
Where practicable, operational ship Masters (Contractors personnel) shall participate in the
engagement sessions. All vessels in scope are included in requirements to hold a valid in
date OVID inspection. All vessel operators in scope are required to complete and maintain
an OVMSA (Offshore Vessel Management & Self Assessment) and provide Chevron
access to the assessment.

14.6 Operational Requirements


General

Operational requirements defined herein are directed at contracted vessel operators to


develop and implement. Marine verification shall be conducted during pre-hire, Annual or
random subsequent inspections and records maintained in OVIS (Offshore Vessel
Information System).

Testing requirements

All towing gear shall be tested on a regular basis and replaced as required. All towing
equipment in use should be checked before undertaking and towage operation and after
completion. Inspection of towing equipment shall include all ropes, wires, wire
terminations, shackles, messengers, winches, hooks, gobbing equipment, towing pins and
any other item specifically designed or used during towing (active or static) operations. In
date, test certificates shall be held on board for all equipment in use.

Operators shall maintain a tow log and tow spread maintenance program. Guidance on
acceptable level of detail and requirements shall be provided by SBU Marine Authority.

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Integrity and Maintenance of towing wires

The IMCA (International Marine Contractors Association) publication Wire Rope Integrity
Management for Vessels in the Offshore Industry, M 194 is adopted.

All towing support vessels in scope of this Section shall hold a valid Bollard Pull
Certificate.

Operators are required to conduct new bollard pull tests every 5 years. The maximum
validity of any vessels Bollard Pull certificate is 5 years.

Bollard Pull Certificate must be issued and/or endorsed by an approved Classification


Society member of the International Association of Classification Societies (IACS) (IBU
only: BKI Class approval permitted) and must contain as a minimum the following
information:

 Max Bollard Pull Rating, Continuous Bollard Pull Rating and duration, Verification
process
 Operational Checklists shall be amended to reflect to requirements listed above in
this Standard. Checklists shall be verified by the operations team. Checklists shall
include guidance notes to facilitate completion by marine inspectors.
 Maintenance programmes aboard vessels shall include periodic inspections by a
subject matter expert/specialist for all equipment, including spare equipment. Spare
towing equipment such as pennant wires, stretchers shackles etc shall be located on
board the tow vessel as deemed necessary by the terminal and should be maintained
in good condition.
 Equipment shall be inspected each time before use and on recovery after completing
towing operations.

Towing Release Mechanisms

Towing winch and towing hook release mechanisms are to be frequently tested for correct
operation. All methods of "tripping" or "run out" are to be tested (Pneumatic, manual pull,
lever or knock out etc).

Release mechanisms are also to be tested at other times, if a fault is suspected or an


exceptional shock loading has been experienced. Under no circumstances must towing
equipment be connected to any winch or hook without the release mechanism being
engaged. Use of a towing hook shall not be used in terminal towing support in the offshore
environment.

Weather limitations

Terminal support / towing and line handling weather limitations shall be defined and
included in the BU standard operating procedures (SOP). Weather limitations shall define
all periods when the Tug Master shall be on the bridge during severe or expected severe
weather.

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Station keeping and bridge manning

It is essential that any terminal support vessel wheelhouse/bridge is continuously manned


and an effective lookout is maintained and frequent communications with the Mooring
master shall be maintained throughout operations. Terminal/tug operators operating
procedures shall clearly define roles, responsibilities and expectations in this respect.

Watertight integrity & Stability

It is essential that watertight integrity is maintained on the main deck or towing deck at all
times whilst towing. This applies to all watertight doors, hatch openings and emergency
escapes. Openings that are required to be closed shall be clearly marked. Rubber seals and
locking dogs in watertight doors, hatch openings and emergency escapes shall be
maintained in a good working condition at all times

Vessel stability condition shall be included in JHAs prior to execution of towing


operations. JHAs shall make specific reference to watertight integrity and the need to
ensure openings or closures which are required to be sealed during operations.

Tow line tension limitations

Maximum allowable vertical and horizontal tow line tensions shall be clearly displayed on
the bridge adjacent the towing controls at all times during terminal support operations.

In the event of malfunction of equipment, or any other non-conformity occurring during


towing operations, the Tug Master or designate is required to immediately inform the
Mooring Master/Pilot, or other operational person in-charge, so that remedial action can be
taken in order to effectively manage risk.

Gobbing equipment

Shipmasters, Mooring and Tug Masters must have a clear understanding of girting and its
consequences. Girting can occur when the towline lies at right-angles or close to right-
angles from the centreline to the tug. The tug is pulled bodily through the water by its tow,
which can lead to deck-edge immersion, flooding and capsize; unless the towline is
released in good time.

Towing Pins, Bridles or gobbing equipment (rope/wire and shackles) shall be used by any
vessel when conducting an operation where any risk of girting exists. If the bridle or gob is
not connected to a winch, it should be made fast securely before operations. Bridles or gobs
must only be adjusted or released under the direction of the Tug Master. Gobbing
equipment shall be certified and MBL/SWL shall be the same as the tow wire and
associated rigging.

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