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Upstream Marine Standard IBU Chevron
Upstream Marine Standard IBU Chevron
Upstream Marine Standard IBU Chevron
Standard
Chevron Upstream & Gas (U&G)
Version
Date
Originator
Rev. 3.1
01-Jan-2015
One Upstream Marine Standard | One risk management process | Zero incidents
2015 by Chevron U.S.A. Inc.
Public
Table of Contents
1
Standard ......................................................................................................................... 1
1.1
1.2
Introduction........................................................................................................... 9
Vessel Inspections................................................................................................ 9
MODU Marine Inspections ................................................................................. 11
Upstream Marine Risk Management Process..................................................... 13
Verification Through Random Inspections .......................................................... 14
Bulk petroleum - Requirements and jurisdiction.................................................. 15
Subsea Installation Vessel Equipment Assurance Requirements (SIVAP) ......... 15
Strategic & High Impact/Low Probability (HILP) Transportation Verification
Standard ............................................................................................................. 17
Introduction........................................................................................................... 5
Key Vessel Personnel .......................................................................................... 5
Minimum Competency Requirements ................................................................... 5
Assurance of Competency ................................................................................... 7
Mitigation Actions If Requirements Are Not Met ................................................... 7
Introduction........................................................................................................... 1
Internal User Group Requirements ....................................................................... 1
Minimum Vessel Bid Requirements ...................................................................... 2
Mitigation Process for Vessels Below Preferred Specification .............................. 4
Terminal Support Vessel Operations Attestation of Fitness ............................... 4
Competency ...................................................................................................................5
3.1
3.2
3.3
3.4
3.5
Introduction......................................................................................................... 23
Pre-contracting Safety Discussions .................................................................... 24
Safety Orientation ............................................................................................... 24
Operation Meetings ............................................................................................ 24
Crew Changes .................................................................................................... 24
Daily IFO Communication With All Vessels ........................................................ 25
CHESM/MSW/MSRE Work In Progress Activities integration............................. 25
Marine Investigation and Reporting (II&R) Reporting for MSRE scope vessels .. 26
Joint OVMSA Verification & Assessment (JOVA) Protocol ................................. 27
6.8
6.9
7
Introduction......................................................................................................... 40
Hose Management ............................................................................................. 40
Flotation Collars ................................................................................................. 41
Connectors ......................................................................................................... 41
Breakaway/Weak link Couplings ........................................................................ 41
11
Introduction......................................................................................................... 36
General Rule for Anchoring ................................................................................ 36
Emergency Anchoring ........................................................................................ 37
Anchoring of Mobile Offshore Units .................................................................... 37
Written Mooring Operation Procedure ................................................................ 37
Pre-Move Meetings ............................................................................................ 38
Minimum Anchor and Mooring Line Clearances ................................................. 38
Vessels Involved in Anchor Handling Operations ............................................... 39
Special Considerations ....................................................................................... 39
Sockets .............................................................................................................. 40
10
Introduction......................................................................................................... 33
Containers .......................................................................................................... 33
Pre-Slung Cargo ................................................................................................. 34
Critical/Heavy Lifts .............................................................................................. 34
Tag Lines ........................................................................................................... 34
Cargo Securing .................................................................................................. 35
Selective Unloading (Cherry Picking) ................................................................. 36
Back-Loading Liquid Products from Offshore ..................................................... 36
Introduction......................................................................................................... 41
Vessel Installation Communication .................................................................. 41
Vessel Installation Communication Mitigation .................................................. 42
Marine Safety Awareness for Installation Personnel ........................................... 42
12
13
ii
14
Scope ................................................................................................................. 44
Minimum Vessel Specifications .......................................................................... 44
Crew Competency Assurance ............................................................................ 45
Mooring Master / pilot / Tug Master exchange .................................................... 45
Continual Improvement Terminal Support Vessel operations .......................... 45
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
iii
Standard
1.1
1.2
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
Cargo capacities
Bulk capacities
Brake Horse Power (BHP) Engine/Propulsion capacity (ahead and astern capability)
Other Equipment (Crane, fire fighting, Dynamic Positioning (DP), etc.), as applicable
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)
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
2.2
Section
Detail
Scope
Vessel
Specifications
Vessel
specifications
shall be
clearly
defined.
Areas to
consider
include:
Verification
Manning
Requirements
Vessel Type and status of Flag and Main Classification in accordance with
any coastal state requirements
Tank/Bulk Capacities for below deck cargoes dry and liquid, if required
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)?
Work Schedule
2.3
2.3.1
2.4
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
Master
Chief Officer
Officer of Watch
Chief Engineer
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
Position
Master
Competency/Experience
Hold a current STCW (Standards of Training for Crew and Watchkeepers) certificate, as required by Flag State requirements
Position
Chief
Officer
Officer of
Watch
(OOW)
Chief
Engineer
Certified
watchkeeping
Engineering
Officer
Tow Master
Competency/Experience
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):
3.5
3.5.1
Master
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.
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 Contractors Crewing Department before the Chief Officer will
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.
3.5.3
3.5.4
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 Contractors 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.
Chief Engineer
3.5.5
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 Contractors Crewing Department before the Chief Engineer
will be allowed to assume the position.
Tow Master
3.5.6
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.
Crew
Crew coming to join a vessel with no experience in the Offshore Industry must be
singled out by the Marine Contractors 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.
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 OVIQs will be available through the OCIMF
Offshore Vessel Inspection Database (OVID). A valid and in-date OVIQ shall be a prehire requirement. The requirement for all applicable vessels/units to hold an in-date
OVIQ includes the follow requirements:-
a.)
b.)
c.)
d.)
Exception: SA/PZ only, may use non-OCIMF accredited in-house inspectors providing
appropriate protocols are used.
4.2.2
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
inspectors 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 Name
10
11
Proposal Details
10
4.3
11
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
4.3.2
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.
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.
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.
12
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.
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.
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
4.4.1
4.4.2
13
Rationale guidance: The Chevron Upstream Seven Key Marine Expectations are designed to
accomplish 5 key aims:-
4.5
Connect Chevron Upstream OE vision (as a major offshore charterer) directly with
Ship Managers / vessel Operators.
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.
14
4.6
SBU
London
Singapore
Houston/San Ramon
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
4.7.1
15
through existing Chevron Engineering Standards following consultation between the SME
group and the project team.
4.7.2
Activity
Requirement
Prior to award
Post award
and prior to
operations
Existing
vessels in
service
engaged in
scope
activities
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
1 January 2015. Revision 3.1
Printed 1 January 2015. Uncontrolled when printed.
16
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
4.8.1
17
Table 4: Project Execution Prioritization Matrix Strategic and HILP Risks (2014)
18
4.8.2
Activity
Recommendation
Prior to contract
award scope detail
Central Contact
MTJVT@chevron.com
19
4.8.3
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
Post award
and detail
engineering
Phase
Post award, the Joint Verification Team (JVT) is required to be contacted in order for an
independent verification activities are conducted to ensure transport engineering
consideration are properly included and conducted in the detail engineering 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, the Joint Verification Team (JVT) is required to be contacted in order that
independent verification activities are undertaken prior to any loading or transportation
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.
Post award
and prior to
operations
Element ID
& Action
Party
1.
CSME(ETC)
2.
MOCS(CSC)
20
3.
MOCS(CSC)
4.
SBU UMA
5.
UC Marine
6.
SBU UMA
7.
UC Marine
8.
MOCS(CSC)
9.
MTJVT
21
2012.
10.
MOCS(CSC)
Load Plan
11.
MOCS(CSC)
Discharge Plan
12.
UC Marine
13.
UC Marine
15.
SBU UMA
16.
MTJVT
22
Surveyors)
17.
Other verification activities deemed
necessary to ensure compliance
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
Deliverable
Contact
Positive and formal confirmation against the full range of required verification activities
tabled above (1-17) shall be endorsed by a management representative of the Joint
Upstream Team prior to commencement of the proposed transportation operations.
MTJVT@chevron.com
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 cooperate 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
FFS-DU-5173
FFS-PU-5247
FFS-EN-200
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:
23
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
Ensure senior leaders understand their role in creating and sustaining a Total Safety
Culture
If the contract owner is not satisfied that the contractors 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, Chevrons incident reporting
requirements, Stop Work Authority, Tenets of Operation, and IFO culture. It is the contract
owners 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 highrisk operations1, then the Chevron Project Manager and vessel operator shall ensure
mitigation measures are defined and implemented.
24
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:
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
If hazmat material was loaded in the past 24 hours, did you receive the proper
paperwork?
5.7
5.7.1
25
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
5.7.3
5.7.4
5.7.5
5.8
5.8.1
26
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.
5.9
27
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
Operators 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.
28
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 rereview (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
29
No. of JOVA
Assessments in SBU
required Per Annum
0-6
7-15
16-20+
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.
Personnel Transfer
6.1
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6.2
6.3
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
6.6
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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
6.8
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 ships 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.
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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:
6.9
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.
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 vessels passenger
landing stage.
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 noncontainerized material being shipped.
The contract owner/sponsor shall ensure that all cargo containers:
7.3
are permanently and clearly marked with maximum design gross weight capacity, net
empty weight and other relevant information, colour coded and
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 facilityspecific 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:
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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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:
7.5.2
7.5.3
7.6
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.
Dos
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.
Donts
Dont 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.
Dont loop tag line around wrists, or other parts of the body.
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
7.8
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
Anchoring of Vessels
Aircraft Landing/Takeoff
Heavy Lifts
Diving Operations
8.2
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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
8.5
Accommodation units
Drilling tenders
Project Vessels
Drill ships
- Anchor positions
- Sequence of setting anchors
The local SBU may determine distance requirements from a pipeline, cable
or structure.
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- 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.
Site survey
Mooring and loads share analysis that has been reviewed by a third party
8.6
A complete list of the installations mooring equipment and any additional equipment
required, including the type, weight, number and spares required; all mooring
equipment shall have valid certification
Risk assessment
Contingency plans
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
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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.
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.
8.8
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:
The minimum number of wraps on winch drum(s) (i.e. 5 wraps) for the pendant wire
is to be specified.
The pendant wire is to be the same size, as a minimum, of the main wire.
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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 vessels 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 Chevrons Land Department, as required, when working with third
party operators.
- 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.
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:
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9.3
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
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 selfsealing couplings for pollutants.
9.5
10
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
- To advise the estimated time of arrival (ETA) and request berthing instructions
and/or service location
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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
The SBU Logistics group shall regularly share these metrics with the installations
management.
10.3
10.4
11
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
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
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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14
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
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14.3
14.4
14.5
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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Max Bollard Pull Rating, Continuous Bollard Pull Rating and duration, Verification
process
Equipment shall be inspected each time before use and on recovery after completing
towing operations.
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