CUG MSRE Upstream Marine Standard 3.3

upstream marine standard
Chevron upstream & gas (U&G)

January 2017
Version Date Originator

Rev. 3.3 01-Jan-2017 Global Marine OE Process Advisor / Global
MSRE (Marine Safety, Reliability and Efficiency)
Process Authority / Global Upstream Marine
Manager
© 2017 Chevron. All rights reserved.

Public – uncontrolled when printed
© 2017 Chevron. All rights reserved.
Public – uncontrolled when printed
Upstream Marine Standard
Upstream Marine UC/CSC, 2017
contents
1 Standard ........................................................................................................... 1
1.1 Purpose and objectives ............................................................................ 1
1.2 Compliance with standards ...................................................................... 1
1.3 Bulk petroleum – requirement and jurisdiction .......................................... 1
2 Chartering of vessels ....................................................................................... 2
2.1 Introduction .............................................................................................. 2
2.2 Internal user group requirements ............................................................. 2
2.3 Minimum vessel bid requirements ............................................................ 3
2.4 Mitigation process for vessels below preferred specification .................... 4
3 Competency...................................................................................................... 4
3.1 Introduction .............................................................................................. 4
3.2 Key vessel personnel ............................................................................... 4
3.3 Minimum competency requirements ......................................................... 5
3.4 Assurance of competency ........................................................................ 6
3.5 Mitigation actions if requirements are not met .......................................... 7
4 Vessel assurance ............................................................................................. 8
4.1 Introduction .............................................................................................. 8
4.2 Vessel inspections ................................................................................... 8
4.3 MODU marine inspections ..................................................................... 10
4.4 Upstream marine risk management process .......................................... 10
4.5 Verification through intermediate inspections ......................................... 10
4.6 Subsea installation vessel equipment assurance requirements (SIVAP) 10
4.7 Strategic & high impact/low probability (HILP) transportation verification
standard ................................................................................................. 12
5 Safety culture development........................................................................... 19
5.1 Introduction ............................................................................................ 19
5.2 Pre-contracting safety discussions ......................................................... 20
5.3 Safety orientation ................................................................................... 20
5.4 Operation meetings ................................................................................ 21
5.5 Crew changes ........................................................................................ 21
5.6 Daily IFO communication with all vessels ............................................... 21
5.7 Marine contractor HES (MarCHES) performance monitoring.................. 22
5.8 Joint OVMSA verification & assessment (JOVA) protocol ...................... 25
5.9 Marine investigation and reporting (II&R) reporting for MSRE scope
vessels ................................................................................................... 26
6 Personnel transfer.......................................................................................... 27
6.1 Responsibilities and procedures............................................................. 27
6.2 Personnel transfer by basket/FROG....................................................... 27
6.3 Personnel transfer from vessel to vessel at sea ..................................... 27
6.4 Gangway transfer of personnel .............................................................. 28
6.5 Gangway transfer from vessel to shore .................................................. 28
6.6 Transfer by swing rope ........................................................................... 29
1 January 2017. Revision 3.3 i

Public. Uncontrolled when printed
6.7 Transfer by pilot ladder........................................................................... 29

7 Cargo handling ............................................................................................... 30
7.1 Introduction ............................................................................................ 30
7.2 Containers.............................................................................................. 31
7.3 Pre-Slung cargo ..................................................................................... 32
7.4 Critical/heavy lifts ................................................................................... 32
7.5 Tag lines ................................................................................................ 32
7.6 Hazards ................................................................................................. 33
7.7 Cargo securing ....................................................................................... 33
7.8 Selective unloading (cherry picking) ....................................................... 33
7.9 Back-loading liquid products from offshore ............................................. 34
8 Anchor handling............................................................................................. 34
8.1 Introduction ............................................................................................ 34
8.2 General rule for anchoring ...................................................................... 34
8.3 Emergency anchoring ............................................................................ 34
8.4 Anchoring of mobile offshore units ......................................................... 35
8.5 Written mooring operation procedure ..................................................... 35
8.6 Pre-move meetings ................................................................................ 36
8.7 Minimum anchor and mooring line clearances ....................................... 36
8.8 Vessels involved in anchor handling operations ..................................... 37
8.9 Special considerations ........................................................................... 37
8.10 Sockets .................................................................................................. 38
9 Hose management ......................................................................................... 38
9.1 Introduction ............................................................................................ 38
9.2 Hose management ................................................................................. 38
9.3 Flotation collars ...................................................................................... 39
9.4 Connectors............................................................................................. 39
9.5 Breakaway/weak link couplings .............................................................. 39
10 Vessel and installation communication........................................................ 39
10.1 Introduction ............................................................................................ 39
10.2 Vessel – installation communication ....................................................... 39
10.3 Vessel – installation communication mitigation ....................................... 40
10.4 Marine safety awareness for installation personnel ................................ 40
11 DP (dynamic positioning) standard .............................................................. 40
11.1 Introduction ............................................................................................ 40
11.2 All upstream dp vessels including drilling, testing and well intervention
vessels or units ...................................................................................... 40
12 MODU standards ............................................................................................ 41
12.1 Introduction ............................................................................................ 41
12.2 Application ............................................................................................. 41
13 Survival craft standards ................................................................................ 41
13.1 Introduction ............................................................................................ 41
13.2 Application ............................................................................................. 41
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13.3 Standard ................................................................................................ 41
tables
Table 1: Vessel bid requirements ................................................................................ 3
Table 2: Vessel personnel competency requirements ................................................. 5
Table 3: Summary of assessment & verification activities (SIVAP) ........................... 11
Table 4: Project execution prioritization matrix – strategic and HILP risks (2014) ...... 14
Table 5: Transportation engagement & assessment ................................................. 15
Table 6: Marine transportation ‘pre-sail’ verification requirements ............................. 16
Table 7: Minimum level of Operator engagements .................................................... 24
appendix
appendix a: Vessel of opportunity inspection proposal information form ................... 42
1 January 2017. Revision 3.3 iii

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 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 a BU area of
operation shall be directed in the first instance to the BU MSRE Process Authority
and if necessary elevated to the U&G MSRE Advisor (Global MSRE Process
Authority).
1.3 Bulk petroleum – requirement 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 BU needs.
1 January 2017. Revision 3.3 1

Public. Uncontrolled when printed.
Suggested CSC Marine Assurance Offices
London Singapore Houston/San Ramon

NMA, SASBU, SA/PZ, CBU, LABU, GOM,
BU 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 a BU, either by base
business or projects. This section clarifies Marine Assurance requirements
across any operation or project within Chevron Upstream.
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. 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
• 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
2.3 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.
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
- Water Depth, if required for anchor handling
- Type of, and which specific installations the vessel will support
- Expected duration of contract
- 24 hours/7 days a week operational requirements
- 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
Vessel (term, spot chartered or sub-chartered) is 20 years unless accompanied by
specifications a Chevron approved vessel specific integrity assessment which is
shall be clearly reviewed at least annually for vessels > 20 years.
defined. Areas • Minimum Vessel Deck Dimensions and Capacity
to consider
• Minimum and Loaded Draft
include:
• Minimum Propulsion required in brake horse power (BHP)
• Bow and Stern thruster requirements, if required
• 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
2.4 Mitigation process for vessels below preferred specification

2.4.1 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 MSRE Process Authority prior to acceptance.
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 BU 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 BUs.
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
Chief Officer • Hold an appropriate Flag State certificate (or an endorsement from the
Flag State)
• Hold a current STCW certificate, as required by Flag State requirements
• 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
• Served as OOW on a vessel engaged in a similar type operation within
the last 12 months

Position Competency/Experience
Chief • Hold an appropriate Flag State certificate (or an endorsement from the
Engineer Flag State).
• For Dynamic Positioning Class 1, 2 or 3, competency requirements
• 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
Officer • Hold a current STCW certificate, as required by Flag State requirements
• 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
• 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)
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
2. Verification through vessel pre-hire methods, i.e. inspection including

verification of documentation.
3. 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 Operators 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 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 MSRE Process Authority, BU 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.
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. OVIS shall be used to perform and record the risk review of such
inspections. This procedure outlines inspection and verification requirements.
Standard Safety Management System (SMS) audits are addressed using the
OCIMF OVMSA protocol and the Chevron JOVA 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
BU 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:
1. Vessel operator to be registered in OVID.
2. Vessel particulars are complete and up to date operator contact details are
provided.
3. An OVPQ (Offshore Vessel Particulars Questionnaire) is uploaded into OVID.
4. Vessel operator response to observations from latest OVIQ uploaded into
OVID.
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 operators 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
supports 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 BUs or on speculative
projects where we do not have organisational capability.
In order to facilitate owners/operators requests to participate in the OVID System,

Chevron may assist and ‘commission’ OVIQ inspections in advance of vessels
being chartered. To achieve this, owner/operators of offshore vessels may send a
formal request using this process. Owners/operators are permitted to establish

contact and make arrangements with an OVID accredited inspector and submit an
‘Inspection Proposal’ for consideration. The proposal information must be sent to
the Global Upstream Marine team in Houston for consideration. The proposal will
be reviewed and the inspector’s qualifications and experience checked and
recorded to monitor the owner/operator/inspector combination to ensure any
potential conflict of interest is eliminated.
4.2.3 Procedure
The vessel operator submits the completed ‘Inspection Proposal Information’ form
(see appendix a) and sends to the Global Upstream Marine team in Houston
(ami.jones@chevron.com).
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 operator is responsible for selecting all applicable operational and inspection
variants in Section 8 & 9 that the vessel is equipped/classed/capable of
conducting.
Once commissioned the inspection file will be transmitted to the nominated

inspector via email through the OVID system. Once the inspection has been
completed and uploaded by the inspector, the OVIQ commissioner (Chevron) will
be automatically informed and will validate the inspection
Once validated by Chevron the vessel owner/operator OVID rep. shall respond to
the observations (within OVID system and within 14 days)
Following the inspection, upload, validation, and final publishing, the inspection
report will be available to Chevron BU MSRE Process Authorities worldwide.
Information can be assessed in the Chevron internal OVIS risk management
system.
4.2.4 Chevron conditions of nomination

Chevron REQUIRES that all vessel detail fields and OVPQ data is entered before
any nomination is made. The Chevron central Houston HQ team will
communicate with the vessel operator in response to the inspection proposal
where these requirements are not met.
The operator is responsible for selecting all applicable operational and

inspections variants in Section 8 & 9 that the vessel is
equipped/classed/capable of conducting.
An OVMSA must be uploaded and released to Chevron within OVID. The vessel
Operator (DOC holder, or equivalent) 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 does not wish to be copied on logistics or other communications relating

to setting up the agreed date between Inspector and Owner/Operator.
The inspection payment is the responsibility of the vessel operator. The vessel
operator shall work directly with the inspector regarding invoicing and any
changes to inspection scheduling.

Chevron expects the Inspection to take place on the date nominated in the
submitted Form and in all cases within 7 days of the proposed date.
Chevron will carefully study the quality of the OVIQs submitted by inspectors and
Chevron reserves the right 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

This section applies to all 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) recorded
in the OVID system.
This section forms operating requirements to all MODUs included in ‘scope’ and
establishes inspection requirements under the OVID system. Additional drilling or
subsea technical requirements not relating to the Upstream Marine Standard are
outside of the scope of this section.
Operators of MODUs are required to make use of the OVID system and utilize the
MODU inspection questionnaire templates (OVIQ/MODU) through the database
‘online’. It shall be a requirement for all MODU Operators to register vessels/units
in the OVID system. Chevron shall utilize the standard OVID commissioning
process to ensure pre-hire and/or annual OVIQ inspections are undertaken.
The following requirements relating to all marine MODU OVIQ inspections are
made:
• The marine inspection shall be conducted using accredited 3rd party OVID
Inspectors.
• Any MODU Marine Inspector commissioned to conduct OVIQ shall meet

minimum levels of qualification, experience and competence. This shall be
confirmed by the BU MSRE Process Authority during the inspection planning
and commissioning phase.
• OCIMF commissioning and validation rules shall be strictly followed during

the conduct of any MODU OVIQ inspection.
4.4 Upstream marine risk management process

4.4.1 Offshore vessel information system (OVIS)
The Offshore Vessel Information System (OVIS) is the internal Chevron database
of record for offshore vessel marine assurance. All data pertaining to vessel and
operator risk reviews shall be uploaded and stored in this system.
4.5 Verification through intermediate inspections

An intermediate vessel inspection shall be carried out at as close to the half way
point between OVID inspections as is operationally possible.
4.6 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 subsea construction and/or
installation of rigid, flexible or umbilical products shall be technically assured
through the steps contained herein.
4.6.1 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 BU or Project shall
assess the nature of the operations and proposed construction technique during
FEED and/or appropriate pre-award phases. The BU 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 through existing Chevron Engineering Standards following
consultation between the SME group and the project team.
4.6.2 Step 2: during project execution / post contract award – formal

assurance requirements
Technical assurance of the service and proposed construction vessel(s) (pipelay
or subsea construction) shall take place for all operations. The equipment
assurance shall compliment the mandatory OVID and Supplemental BU
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 BU 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. Awareness of applicable Chevron Standards and
Activity / Operating Phase
verification of expectations is the key priority during this period. Contact:

ETCSIVAP@chevron.com
Post award and Post award the Project team/ BU Contract Owner should utilise the
prior to functional expertise ETC FE in assuring the vessel(s) system conditions
operations (maintenance, crew competency, level of spare parts, etc.) and readiness
to perform the intended installation work scope. Any agreed site work
(testing and verification) shall be developed and witnessed by SMEs in
conjunction with the ETC FE 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 construction and/or pipelay vessel(s) based installation activities

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

BU 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 BUs and Projects in a timely and consistent manner. The
assigned BU MSRE Process Authority and BU 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 a BU area of operation, either in Small (SCP) or Major Capital
Projects (MCP) or base business lead projects.
4.6.3 SIVAP endorsement

Upon completion of the SIVAP process, the ETC FE team shall issue a
notification and certificate to the BU MSRE Process Authority confirming that the
process has been completed. The BU MSRE Process Authority shall upload this
document to the OVIS system.
Until this certificate has been received, the vessel maybe endorsed only for
operations that do not include the use of the SIVAP equipment.
4.6.4 Exceptions/variances to SIVAP

Any exceptions or variances to the SIVAP process shall be governed by the ETC
FE Functional Authority Process. Should an exception or variance be granted, the
BU MSRE Process Authority shall receive a copy to be uploaded and filed within
OVIS. The MSRE governance and variance process remains separate to SIVAP.
4.7 Strategic & high impact/low probability (HILP) transportation verification

standard
4.7.1 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 BU
(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 BU area of operation to a location inside a BU area of
operation. In addition, all such transportation activities taking place wholly within
the BU 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 4).
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 a BU 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 BU 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.

Project execution prioritization matrix – strategic and HILP risks (2014)

Table 4: Project execution prioritization matrix – strategic and HILP risks (2014)

4.7.2 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 BU or Project shall assess
the nature of the planned operation and proposed transportation methodology
during FEED and/or appropriate pre-award phases. The BU 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 & BU 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.
Table 5: Transportation engagement & assessment
Activity Recommendation
Prior to contract Prior to the Contract Award, it is a recommendation that the Transportation Joint
award scope detail Verification Team JVT (MTJVT@chevron.com) should be consulted by the BU 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 BU/ 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
4.7.3 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 6. The assurance activities shall compliment the
mandatory OVID (Offshore Vessel Inspection Database) (OCIMF, London),
Supplemental BU 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 a BU area of operation are contained in local BU requirements.
Verification requirements made in this section are complementary to existing
Upstream and / BU 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 6 contains assurance requirements and defines the
standards of verification.
Table 6: Marine transportation ‘pre-sail’ verification requirements
Activity Marine Requirements & Standards of Verification

Post award Post award, the Joint Verification Team (JVT) is required to be contacted in order for an independent
and detail verification activities are conducted to ensure transport engineering consideration are properly
engineering
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 independent
and prior to verification activities are undertaken prior to any loading or transportation operations taking place.
operations
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 this table.
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 &
JVT Verification Requirements Verification Standard to meet requirements
Action Party
1. CSME (ETC) sign off on Detail Confirmation from CSME (ETC) that all transport
CSME(ETC) 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. Vessel FMEA/FMECA review Single worst case failure modes in a) propulsion, b)

UC Marine (applicable to all transportation vessels power generation and c) heading control to be defined in
carrying strategic or HILP cargoes as a suitable analysis and shared with SME group. Standard
determined by the project) of verification shall be confirmation 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. FMEA/FMECA of ballast control (may Single worst case failure modes in a) mechanical, b)
UC Marine form part of Item 2 for vessels). piping and c) ballast control systems to be defined in a
Requirement made for all vessels and suitable analysis and shared with SME group. Standard
barges carrying strategic or HILP of verification shall be confirmation that vessel is fit for
cargoes as determined by the project. 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.

4. OVID (Offshore Vessel Inspection Requirements as per Upstream Marine Standard and BU
BU MPA Database) Pre-hire / Annual Inspection or technical inspection requirements to be concluded
& OVIS Review and risk assessment following Upstream Marine Risk Management Protocol.
concluded OVIS review required for any vessel, tug and/or barge.
5. Crew competency requirements Completion of online assessment by registered Operator

UC Marine (OVID, OCIMF) & Ref: FFS-PU-5116-B
6. OVMSA Operator Assessment Completion of online assessment by registered Operator

BU MPA published and released to Chevron (OVID, OCIMF)
online in OVID database
7. Joint Verification & Assessment (JOVA) Exercise to be held at offices of registered Operator
UC Marine Exercise of vessel Operator for vessels (OVID). Joint exercise designed to assist the Operator.
carrying strategic or HILP risk cargoes On site JOVA Exercise shall be in place and/or
as determined by the project. conducted as early as possible following 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. Underkeel clearance & squat review for Operators Policy review meets minimum standards of
UC Marine all voyage stages include port, coastal detail for entire voyage including contingency routes.
and open water transit stages (Ref. ICS Bridge Procedures Guide 2007)
9. Transit weather and motion operational Chevron Recommended Practice: Chevron recommends
MTJVT limits setting exercise completed adoption of Operational Guidance on Operational Activity
Planning Ref: IMCA M220 Nov 2012.
10. Load Plan CES Ref: FFS-PU-5116-B & U&G MSW a) Appendix L
UC Marine Lifting and Rigging Standard and b) Appendix B PPHA
(Planning Phase Hazard Analysis)
11. Discharge Plan CES Ref: FFS-PU-5116-B & U&G MSW a) Appendix L
UC Marine Lifting and Rigging Standard and b) Appendix B PPHA
(Planning Phase Hazard Analysis)
12. Routing / Routing Management Plan & Plan to include definition of Place of shelter for each
UC Marine Global geographic vessel tracking Plan transportation leg, medevac plan. Plan to 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. Event and daily reporting & Procedure in place and positively verified.
UC Marine 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. Security plan review including positive Procedure in place and positively verified. BMP4 (Best
BU MPA verification from all Port state agencies Management Practice) & IMO Anti-Piracy Guidelines is
threat levels are known and provided in IMO Guidance to Ship Owners and Ship
incorporated in plan operators on prevention of acts of piracy to be Standard
basis for any transit. The inbound BU MSRE Process
Authority shall co-ordinate a review of the Operators

Voyage Security Plan with CSC Security which shall be
approved by the inbound BU Security lead Advisor.
15. Arrival port Logistics Plan Procedure in place and reviewed by inbound BU MSRE
BU MPA Process Authority (arrival BU area of operation). This
information may be contained within the main
transportation manual.
16. Marine Transportation related Any MWS recommendations are reviewed and, if
MTJVT recommendations made by assigned required, closed out prior to load out. Standard: CES Ref:
MWS (Marine Warranty Surveyors) FFS-PU-5116-B
17. Other verification activities deemed Details or written confirmation from the JVT Team that no
necessary to ensure compliance with all additional verification is required.
Port or Flag State and applicable
Chevron Global or BU 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 tabled above
Deliverable (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
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 BUs and Projects in a timely and consistent manner during
subsequent Step 1 phases through the process and Upstream Marine Risk
Network. The assigned BU Marine Operations team, local MSRE Process
Authority and BU 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 BU MSRE Process 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.
4.7.4 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:
• 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.
5.1.1 Chevron upstream key marine expectations for all applicable

operators
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 operators. Overall Chevron Upstream direction, aims and Expectations are
summarized:-
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 / Operators to

partner with Chevron to deliver against the Expectations. Identify ‘willing’
Operators 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.
5.2 Pre-contracting safety discussions

Prior to hiring any vessel from a company that has not done business with the BU
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

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”, then the Chevron Project Manager and
vessel operator shall ensure mitigation measures are defined and implemented.
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 BU 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 Marine contractor HES (MarCHES) performance monitoring

This Process establishes clear accountabilities, ensures active and effective
engagement of operators, and provides a consistent program to help eliminate
health, environment and safety (HES) incidents and injuries involving marine
operators. For in scope marine operators, §5.7.1, this process replaces the
Corporate Contractor Health, Environment and Safety Management (CHESM)
requirements.
5.7.1 MarCHES scope

This applies to 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 including those supporting small and major capital
projects. This process applies to all primary contractors and sub-contractors.
• All marine vessels including, DP (dynamically positioned) vessels, seismic

vessels, accommodation vessels or barges, lift boats, terminal support
vessels and all other (non bulk petroleum) vessels.
The following vessel types are not included and shall continue to follow the
Corporate CHESM process
• MODUs (Mobile Offshore Drilling Units including moored and/or DP drillships

or semisubmersibles, submersibles and tender assist drilling units) as well as
dedicated inland waterway vessels – notwithstanding the other current
requirements of MSRE which shall remain applicable.
• Bulk Petroleum, Gas or Chemical transportation barges or vessels shall

continue to follow the Chevron Shipping (CSC) Marine Assurance, Clearance
and Vetting OE Process.
NOTE: - Any additional clarification to ensure the correct categorization and the
applicability of the MSRE Process shall be directed to the Global MSRE Process
Authority for determination advice. Any scope determination shall be endorsed by the
MSRE Process Sponsor and Global Marine Functional Authority. The data shall be
shared with the CHESM Process Advisor by appropriate means.
5.7.2 Initial supplier qualification

In order to be initially considered to work on behalf of Chevron the following
criteria shall be met.
• Operators (each DOC holder or equivalent) shall be registered in the OCIMF

OVID.
• Operators shall have published an up to date (within 12 months) OVMSA to

Chevron
• All fleet vessels shall be registered within OVID
OVIS will generate a discrete MRI value for each qualified operator and this will
be mapped to a letter grade. Operators that have not met the above minimum
requirements shall not be assigned an MRI and not eligible for hire. There is no
requalification process once operators have been registered as data is
continuously and automatically updated into OVIS.
5.7.3 Marine risk index (MRI)

OVIS contains significant objective data that is used to determine a Marine Risk
Index (MRI). An MRI is assigned for every Chevron contractor and prospective
marine contractor. It is not necessary for an operator to have an existing
contractual relationship with Chevron for information to be in the system. OVIS is
updated automatically each day with external data feeds concerning casualty, port
state control inspections, deficiencies and detentions as well as records of OVID
inspections and operator feedback reports to these inspections. Additionally, data
points including SUPO and intermediate inspections as well as end user reports
provide multiple mechanisms for updates.
5.7.4 MarCHES grades

Higher performing operators, with the lowest level of risk shall be grouped
together in band “A”. A sliding scale shall be used to group similar performing
operators together through “B”, “C” and “D”. Certain operators that are considered
to pose an unacceptable risk will be assigned an “F” and shall not be eligible for
any Chevron business. The numerical ranges for the bands are set annually by
the Global MSRE Process Authority and published through a “Marine Notice”.
5.7.5 Mitigation plans

All “C” and “D” graded operators on hire shall have a mitigation plans in pace. The
purpose of a mitigation plan is intended to identify and implement additional
controls at a BU level that will further reduce marine risk. The local Contract
Owner is accountable for ensuring a plan is in place and shall seek guidance and
advice from the BU MSRE Process Authority. The central Upstream marine team
shall act as an additional resource and receive copies of such plans which shall
be uploaded to the OVIS system. The BU MSRE Authority is responsible for
monitoring the effectiveness of the plan.
5.7.6 BU management and functional level endorsement

In order to ensure BU management, have an understanding of marine risk and
also to allow tracking at a functional authority level across the enterprise
additional endorsements shall be in place.
The use of a “C” rated operator shall be approved by the BU GM Operations (or
equivalent leadership level) and endorsed by the Global MSRE Process Advisor.
Copies of written approvals and endorsements shall be uploaded into OVIS.
The use of a “D” rated operator shall be approved by the BU Managing

Director/Vice-President/Refinery Manager/ Project Director and by the GM
Offshore & Marine Terminals (CSC). Copies of written approvals shall be
uploaded into OVIS.
5.7.7 Operator engagements

Consistent with effective management of marine risk, engagements with
operators shall be tiered appropriately so that operators with a higher risk profile
receive greater oversight from Chevron’s marine resources.

The table below outlines the minimum engagements associated with each grade of operator.
Table 7: Minimum level of Operator engagements
Telephone Review Meeting OVID/SUPO Additional

MarCHES JOVA between Operator and Frequency per Inspections per
Grade Frequency Upstream Marine HQ per annum annum
annum
A 5 years 1 1 1
B 3 Years 1 1 1
C 2 years 1 1 1
D 1 Year 2 2 2
F Operators in this category are not to be considered Chevron business
5.7.8 Vessel inspections

OVIQ inspections shall take place at intervals not exceeding 12 months. For “D”
rated operators, this requirement is reduced to 6months, consistent with a need to
provide additional assurance and oversight of performance. It is not always
necessary to perform a Chevron commissioned inspection, instead utilising other
inspections within OVID if less than 6 months old. BU MSRE Process Authorities
should make the appropriate decision as to whether a new inspection is
necessary and following OCIMF guidelines.
Supplementary inspections (SUPO) are used to supplement the annual OVIQ

verifying specific items of importance to Chevron or the local BU which are not
already included in the OVIQ.
Intermediate inspections shall take place as close to a mid-point between OVIQ’s

as is operationally practical.
5.7.9 MarCHES leadership team (LT)

The MarCHES LT shall meet at least once per quarter. This team reviews
performance of marine operators across the enterprise as well as monitors the
effectiveness of this process. Reports of these meetings will be shared with the
BU MSRE Process Sponsor and can be presented at the BU CHESM/OE
leadership team meetings. Additionally, reports of these meetings will be shared
with Chevron Shipping Company OELT as the corporate body responsible for
marine functional excellence.
5.7.10 Bridging documents

In most scenarios, vessels will operate solely under their own company Safety
Management System. Chevron requirements for OE will be initiated through
contractual requirements, MSRE Process and the Upstream Marine Standard.
5.7.11 Short Service Employees (SSE)

Operators are expected to have provision within their Safety Management System
to systematically identify, supervise, train and mentor short service employees
(SSE). Among those considered to be SSE are those persons new to the industry
as well as those new to a type of vessel or operation being performed. i.e. an
experienced deck hand on a PSV transferring to an AHTS should be considered
an SSE.

5.8 Joint OVMSA verification & assessment (JOVA) protocol

A Joint OVMSA Verification & Assessment (JOVA) is used as tool to support the
Marine Contractor Health, Environment & Safety Management Process
(MarCHES) as described in §5.7 of this standard.
The JOVA will verify an Operators’ OVMSA as published in the OVID system.
The OVMSA questions & stages are designed to assess the effectiveness of an
Operator’s management controls by sampling the effectiveness of the safety
management systems in their office. 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 a JOVA shall be assessed and managed centrally by the

Upstream Offshore Assurance team.
The following verification Assessment requirements for internal Joint OVMSA

Verification & Assessment (JOVA).
1. The JOVA team is centralized in Houston with regional bases in Aberdeen

and Singapore. This team will provide assessors to lead the JOVA process
and guide the reporting and engagement efforts with the vessel operators
2. An annual assessment plan shall be generated at the start of the year and
reviewed by the MarCHES leadership team on a quarterly basis. The
Assessment plan shall consider the hire status of the operator, potential future
business and the operators MRI. The Joint Verification & Assessment shall
be conducted by a qualified Lead Assessor and may be supported by other
BU representative(s) using either Chevron in-house or contracted marine
advisors or the BU MSRE Process Authority.
3. The Lead Assessor shall meet the minimum level of qualification, experience
and competence. All Assessors shall receive appropriate quality assurance /
ISO/ ISM Lead Assessor training. Refresher training shall take place every 5
years.
4. JOVA shall take place over a 2/3 day period although this period will vary
depending upon vessel Operator type, SMS maturity, assets deployed,
location, makeup of verification team and operational complexity of contracted
vessels.
5. A register shall be maintained including metrics tracking the effectiveness of
the JOVA protocol.
6. Upon completion of a Joint Verification Assessment, the Lead Assessor shall
publish a JOVA Summary Report and share the report with a) Vessel
Operator b) BU MSRE Process Authority c) Contract owner
7. Results of all Verification Assessments and the formal JOVA Report shall be
recorded in OVIS.
8. An operators MarCHES grade shall be used to determine the frequency at
which an operator is visited under the JOVA protocol. Those operators with
lower grades will have more frequent visits form the assessment team.

9. Operators rated as “C” or “D” shall develop a CIP and share with the assessor
within 90 days of the JOVA. “C” and “D” operators that do not demonstrate an
ability to improve performance will see further downgrading of their MarCHES
grade. It is recommended that “A” and “B” rated operators develop a Continual
Improvement Plan (CIP). This plan shall identify areas for improvements,
actions and target dates. This plan should be entered into OVIS.
10. Continual improvement plans shall be monitored during telephone conference
meetings with the Upstream Marine HQ team (Lead JOVA Assessor) as well
as during JOVA engagements and other meetings that take place with the BU
MSRE Process Authority and Contract Owner.
11. Operators may also submit evidence of action close out at any time by email
to the JOVA assessor.
12. Following an office visit or a telephone meeting, updated scores shall be
entered into OVIS.
5.9 Marine investigation and reporting (II&R) reporting for MSRE scope vessels
5.9.1 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)
BU OE Process requirements are followed at all times.
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. All marine incidents on-board
vessels that have been assured through the MSRE process shall be reported and
entered into OVIS, regardless of OEDRS boundary definitions.
The BU MSRE Process 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 BU MSRE Process
Authority (or qualified delegate) is expected to be available upon demand and at
short notice in response to any request for participation
5.9.2 Intentionally left blank
5.9.3 Notifications
The following section is supplemental to the U&G and BU II&R processes and the
Corporate OE data reporting standard (OEDRS).
The BU MSRE Process 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 vessel operator is expected to provide a report to the BU

MSRE Process Authority for review, which shall be uploaded to OVIS. The report
shall be graded in line with OVIS guidelines.
Level 2 or 3 Investigations: The BU MSRE Process 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 BU
MSRE Process Authority is expected to review findings with the RCA team.
The BU MSRE Process Authority (or qualified delegate) is expected to be

available upon demand and at short notice in response to any request for
participation. The BU MSRE Process Authority is ideally placed to call upon
additional support resources as may be required.
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.
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, 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.
6.3.1 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.

6.3.2 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.
6.4 Gangway transfer of personnel

Each BU 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 BU 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 facility or vessel operator providing the gangway.
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.
6.4.1 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.
6.5 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.
6.6 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.
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.
6.7 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 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 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.
7.1.1 Risk assessments

Each BU MSRE sponsor shall ensure a risk assessment is performed of cargo
operations on an annual basis. The risk assessment shall be organised by the BU
MSRE Process Authority and facilitated by a trained and experienced facilitator. It
shall include a wide range of stakeholders including personnel from vessel
operators, BU Marine Logistics, D&C, MCP(s), BU offshore installations and
supply bases.
Existing Risk Assessments may be reviewed on an annual basis and

communicated to local management as well as the Global MSRE Process Advisor
when there have been no significant changes to operations or operators during
the preceding year.
7.1.2 Weather parameters

Weather parameters shall be determined between the vessel(s) and installations
in line with the location, season, and vessel size and type (closed/open stern,
freeboard).
Such weather parameters shall include key “trigger” conditions for sea/swell
height, wind speed, vessel motions (pitch/roll etc.). Additional guidance on
establishing and use of trigger points can be found in the document “Guidelines
for Offshore Marine Operations”.
Business Units may use a local Marine Notice to provide specific maximum limits
within their operations.
In areas where prevailing conditions are considered harsh for significant parts of
the year (i.e. West of Shetland, etc.) the use of AHTS with open stern
arrangements and/or vessels with low freeboards for cargo operations shall be
subject to risk assessments on a case by case basis and endorsed by the BU
MSRE Process Authority and BU MSRE Process Sponsor.
7.1.3 Vessel orientation and positioning

Whilst the Master maintains responsibility for the safe positioning and station
keeping of the vessel at all times, the strong preference is to work on the lee side
of an offshore installation. In the event that it is necessary to take a position on
the weather side, consideration must be made to the consequences of position
keeping failure and potential for collision with the installation, a documented
assessment (additional to the standard 500m entry checklist and JSA) is to be
conducted and the BU MSRE Process Authority advised.
7.1.4 Communications
When cargo handling at offshore locations, all personnel directly involved with the
cargo handling operation shall have radios on a single working channel
(frequency) linking the crane operator, wheelhouse and vessel deck personnel.

Consideration should be given to the provision of hands-free headset type

devices.
Notwithstanding the requirements within §10 of this standard, vessel and offshore
installation personnel shall communicate by radio at intervals of at least every 30
minute, during which time the plan for the next 30 minute period shall be
reconfirmed. This information shall be used to determine whether the vessel
should remain in close proximity to the installation or whether to move off to a
safer location which may still be within the 500m zone with the vessel remaining
in DP (Dynamic Positioning) mode.
7.1.5 Suspending / stopping operations

When the vessel Master deems that working conditions are approaching the limits
of operational safety, in line with the parameters set in §7.1.2, or at any time,
operations shall be suspended or stopped immediately. Such suspension of work
shall be made sufficiently early considering any additional time necessary to fully
secure the working deck area. The vessel Master shall evaluate with input from
senior installation personnel whether the vessel shall remain close to the
installation within a sheltered area prior to moving clear in order to maximize
protection to those working on the deck; in particular, for vessels with open stern
arrangements and/or low freeboard
In the event that weather conditions continue to deteriorate and working on the
deck becomes unsafe or there are excessive amounts of water on deck, cargo
securing shall be suspended until such time as the vessel can be manoeuvred,
bow into the weather and providing a safe deck. On occasions such as this,
personnel safety shall be prioritised over the potential loss of cargo.
7.1.6 Cargo planning including back loading

Shore bases, and installations shall provide back load information to the master of
the vessel in sufficient time, normally prior to arrival at the installations 500m
zone, in order to adequately plan for stowage and securing. Where there are
changes to the back load information, this shall be communicated immediately;
and additional time made available for the Master of the vessel to plan the
stowage accordingly. No lift should be made to the vessel unless it is part of the
plan and the stowage position is already known. In planning of the cargo,
consideration shall be made to escape routes for the deck crew.
7.1.7 Access to the working deck

When additional contractors or personnel are on board and not part of the vessel’s
compliment, access to the working deck should be controlled and restricted. In the
event that contractor material needs to be checked or handled on the open deck,
this should only be undertaken with permission from and with oversight of the
vessel crew.
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 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 BU MSRE Process Authority, BU 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.
• 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.
7.6 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.
7.6.1 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.
7.6.2 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.
7.7 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.
7.8 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).
7.9 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 Electrical Mobilization and Demobilization of

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.
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 BU may determine distance requirements from a pipeline,

cable or structure.
 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 BU 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.
• 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 BU 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.
• 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 BU specific procedures.
9.2 Hose management

To mitigate the risk of spills, each BU shall have:
• A system to prevent cross connecting hoses
• 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
have self-sealing couplings for pollutants.
9.5 Breakaway/weak link couplings

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 BU MSRE
Process 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
- 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 BU shall collect the data from the vessels’ log books.
Each BU 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 BU 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 BU 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.
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) BU 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:
• 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

appendix a: vessel of opportunity inspection proposal information form

Chevron Upstream Marine Standard
Standards
• Marine Safety, Reliability & Efficiency (MSRE) Standards Applicable. Chevron Upstream Marine Standard (V3.2) Approved:
1 January 2016
Application
• In order to facilitate owners/operators requests to participate in the OVID System, Chevron may assist and ‘commission’ OVIQ inspections in advance of
vessels being chartered. To achieve this, owner/operators of offshore vessels may send a formal request using this process. Owners/operators are
permitted to establish contact and make arrangements with an OVID accredited inspector and submit an ‘Inspection Proposal’ for consideration. The
proposal information must be sent to the Global Upstream Marine team in Houston for consideration. The proposal will be reviewed and the inspector’s
qualifications and experience checked and recorded 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 Global
Upstream Marine team in Houston (ami.jones@chevron.com).
• 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 operator is responsible for selecting all applicable operational and inspections variants in Section 8 & 9 that the vessel is equipped/classed/capable
of conducting.
• The inspection file is transmitted to the nominated Inspector via email through OVID. Once the inspection has been completed and uploaded by the
inspector, the OVIQ commissioner (Chevron) will be automatically informed.
• Vessel owner/operator OVID rep. shall respond to observations (within OVID system and within 14 days) once the report has been validated by Chevron
internally, as per the OVID process.
OVIQ Inspection Proposal Information
1. Vessel name: 2. Vessel IMO or registration no.: 3. Year built:
4. Proposed inspection date: 5. Proposed port of inspection:
6. Name of accredited OVIQ inspector nominated (attach CV): 7. Name of OVID registered vessel Operator/Owner:
8. Select inspections operation(s):
Accommodation/Flotel Anchor handling Cable lay Crew boat Diving Dredging ERR/SBV
Geotechnical Gravel/ Landing

Freighter Heavy lift Icebreaker Oil recovery
survey stone discharge craft
Towing/ Well servicing and
Pipe lay ROV operations Seismic survey Supply Trenching
pushing sub-sea operations
9. Select inspection variant(s):
CAT-2 (Small Craft<100GT) DP Helicopter operations Ice operation
Manned barge Non solas Spread mooring Unmanned barge
10. Vessel Operator MUST confirm that the vessel is properly registered in OVID
Confirmed Not Confirmed
including vessel specifications, nominated operator contact details and all are current.
11. Vessel owner/operator MUST confirm that complete, fully accurate and
Confirmed Not Confirmed
warranted OVPQ data has been uploaded into the OVID database.
12. 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 Uploaded & Confirmed Not Confirmed
before OVIQ commission is made. It is recommended that OVMSA is updated at least Annually.
Chevron Conditions of Nomination
•Chevron REQUIRES that all vessel detail fields and OVPQ data is input before any nomination is made. Chevron Global Marine team will communicate with the vessel
owner/operator in response to the inspection proposal where these requirements are not met.
•The operator is responsible for selecting all applicable operational and inspections variants in Section 8 & 9 that the vessel is equipped/classed/capable of conducting.
•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 does not wish to be copied on logistics or other communications relating to setting up the agreed date between Inspector and Owner/Operator.
•The inspection payment is the responsibility of the vessel operator. The vessel operator shall work directly with the inspector regarding invoicing and any changes to
inspection scheduling.
•Chevron expects the Inspection to take place on the date nominated in the submitted Form and in all cases within 7 days of the proposed date.
•Chevron will carefully study the quality of the OVIQs submitted by inspectors and Chevron reserves the right 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.
Contact Information
Name:
13. Contact information of individual completing OVIQ Proposal: Phone:
Email:
14. I confirm that I have read, and understand, the Procedures and Condition of the Vessel of Opportunity Program Confirmed Not Confirmed


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upstream marine standard

Chevron upstream & gas (U&G)

Version Date Originator

© 2017 Chevron. All rights reserved.

1 January 2017. Revision 3.3 i

6.7 Transfer by pilot ladder........................................................................... 29

1 January 2017. Revision 3.3 ii

13.3 Standard ................................................................................................ 41

1 January 2017. Revision 3.3 iii

1.2 Compliance with standards

MSRE OE Process Scope

1.3 Bulk petroleum – requirement and jurisdiction

1 January 2017. Revision 3.3 1

Suggested CSC Marine Assurance Offices

London Singapore Houston/San Ramon

2.2 Internal user group requirements

• Commencement date of hire or operations commencement

• Type and area of operation

• Operating water depth

• Brake Horse Power (BHP) Engine/Propulsion capacity (ahead and astern

• Berths, number of crew, passengers and client berths required, as applicable

• Other Equipment (Crane, fire fighting, Dynamic Positioning (DP), etc.), as

• Crew competency and assurance requirements including definition of any DP

• Additional and specific levels of crew competency for specialist operations

1 January 2017. Revision 3.3 2

• Terminal support factors – including in-port or terminal area specific pilotage

• Towing: Define type of ‘Assist Services’ to be provided – (Alongside push/pull

• Towing: Bollard Pull, and testing regime

• Towing: Clearly define towing vessel equipment requirements, winch

• Chain locker capacity, as applicable

• Intact and damage stability assessment for the proposed operations

2.3 Minimum vessel bid requirements

Table 1: Vessel bid requirements

1 January 2017. Revision 3.3 3

2.4 Mitigation process for vessels below preferred specification

3.2 Key vessel personnel

1 January 2017. Revision 3.3 4

• Certified watch-keeping Engineering Officers

3.3 Minimum competency requirements

Table 2: Vessel personnel competency requirements

1 January 2017. Revision 3.3 5

3.4 Assurance of competency

• Review of The STCW certificate, as required by Flag State requirements

• Documentation of previous Tow Master experience with references, subject

2. Verification through vessel pre-hire methods, i.e. inspection including

1 January 2017. Revision 3.3 6

3.5 Mitigation actions if requirements are not met

• When a Chief Officer is put forward for promotion to Master, a written

NOTE: when a promotion is proposed, it is important to ensure there are no

3.5.2 Chief officer

3.5.3 Officer of watch (OOW)

3.5.4 Chief engineer

3.5.5 Tow master

1 January 2017. Revision 3.3 7

• Supernumeries and all passengers shall have Chevron approval to sail at

4.2 Vessel inspections

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

formal request using this process. Owners/operators are permitted to establish

Once commissioned the inspection file will be transmitted to the nominated

4.2.4 Chevron conditions of nomination

The operator is responsible for selecting all applicable operational and

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

1 January 2017. Revision 3.3 9

4.3 MODU marine inspections