QUESTIONER ARAMCO EXAMINATION FOR MASTERS

1. What are key differences between X – band and S – band RADAR?

A. X – Band RADAR
Wave length 3 cm and frequency 9 GHz
Because of the smaller wavelengths (3 cm) produced by X-Band radar, they use ”Small
antennas”
Shorter wavelengths are greater attenuation, so they are used for “Short range distance
observation”
X-Band radars are more sensitive, higher resolution and able to detect smaller
particles/objects
X-Band radars are not good for “Heavy weather and long distance observation”.
X-Band radar can detect RADAR Transponder and SART (9 GHz)

B. S – Band RADAR
Wavelengths 10 cm and frequency 3 GHz (Opposite with X-band radar)
Because of bigger wavelengths (10 cm) produced by S-Band radar, they use “Big antennas”
Bigger wavelengths are less attenuation, so they are used for “Long/Near/Far range distance
observation”
The S-band radars penetration capability allow them to see trough heavy weather “Good for
heavy weather observation”
To be fitted as second RADAR, which is required on Ships GT 3000 or more as per SOLAS
Regulation

2. Which RADAR mode (true motion or relative motion) is better for collision avoidance and please
explain your reasons?
A. When determining close quarter situation or risk of collision exist (Avoidance), it’s better to use
relative motion rather than true motion. Because on the true motion, own ship and other targets
moves at their true speed and course, hence it can distinguish or make confusing between moving
and stationary target.
B. The relative motion helps to find targets on a collision course. The vessel’s position appears to be
stationary at the centre of the radar screen, while the targets move past it. ” The logic is obvious.
If a contact appears to be moving straight toward the centre of the screen, the there is a risk of
collision.
C. A relative motion display shows the direction and distance at which a target will pass closest to
the centre of the screen (Own ship); it’s called the CPA, or Closest Point of Approach
 D. If the target appears will cross the heading marker, the target will pass ahead of us and we will
pass astern of it. But if the target is going to pass behind own ship, that means we will pass in
front of it.
E. Set the vector and trail on “True motion”. Vector length about 15 minutes, trail length about 10
minutes, then your vessel orientation movements and past positions of each moving target are
displayed on the radar screen. This makes easy to determine which targets are moving and or
fixed/stationary.

3. Could you please explain about RADAR “Head up and North up Mode”?
A. North-up mode: The North-up mode shows the targets in their true (Compass) direction from
own ships. The North being maintained up on the centre of radar screen same as on the chart. The
North-up mode is better to be used while navigating at open sea. Because it shows me the real
location of each target and land same as the chart my course drawn on it and I will not get confuse
when taking bearing of each target, furthermore it is useful to determine our own heading or
target without checking the compass or chart.
B. Head-up mode: The Head-up mode shows the heading line being maintained up on the centre of
radar screen same as our real forward view. This is useful for navigating while approaching the
Port, because all targets and lands in front of the vessel are at the top of the screen. Things on the
starboard side are on the right, and so forth.

4. Are familiar with “Parallel index technique”?

We have to practice and familiar with “Parallel index”, how to adjust line orientation and distance
between the lines.
Parallel index is a technique a measure to monitor the progress of the vessel on track and to
minimize the cross track distance (keep the vessel on track) as limited availability of sea room at
coastal water and keep the vessel at safe distance from the shore line or other navigational hazard
To adjust Parallel index, Orientation of the line can be set using EBL Marker and distance between
the lines adjusted by the VRM Marker.
Parallel index effectively used during coastal passage (Coastal congested water, TSS, narrow
channel, canals and rivers). Both vessel track monitoring and traffic monitoring can be done from
the same radar monitor
Parallel index ensure the ship’s position remain at fixed distance from any shore line, to alert
mariner that he has come close to a navigational hazard and it’s valuable tool to judge the drift in
confined water.
5. Could you please let me know, how to take bearing and distance using RADAR?
We have to practice and familiar with it, practice yourself to take bearing and distance from the target
using “EBL Marker” and “VRM Marker”

6. RADAR plotting (OA, WA, WO, CPA and TCPA) and what is your action in case of close quarter
situation is developed.
Use EBL marker to identify priority targets. “The target that cling to the EBL line (Relative angle
remain constant) indicate high risk of collision”
WO = Way of own ship line representing of our own course and speed
WA = Way of another ship line representing target’s course and speed
OA = Apparent of another ship, direction of target’s relative motion
CPA = The predicted “Closest point of approach”
TCPA = The predicted “Time of the closest point of approach”
Action to be taken in case of close quarter situation or collision exits, altering course and increase
CPA at passing minimum safe distance.
Avoid altering course to port for a vessel forward of the beam, other than for a vessel being
overtaken and avoid altering course towards a vessel abeam or abaft the beam

7. What action to be taken in case radar suddenly shutdown and close quarter situation occurred?
The first action I will stop engine or reduce speed for save manoeuvring speed
Inform the Master
Take bearing and distance from the target using manual bearing. “The risk of collision shall be
deemed to exist if the compass bearing of an approaching vessel does not appreciably change.”
Take action to avoid collision with altering course until safe distance (CPA) from the target.
Avoid altering course to port for a vessel forward of the beam, other than for a vessel being
overtaken.
Avoid altering course towards a vessel abeam or abaft the beam.
Do not hesitate to stop engine or reduce speed to thinking about best action to be taken on such
situation.

8. What action to be taken if you detected fishing boat on close quarter situation at your port side?
As per COLREG Rule no.18: Responsibilities between vessels, I will take action in ample time to avoid
any collision by altering course to starboard side keep away from the fishing boat and passed at safe
distance.
9. What is minimum CPA for the passing save navigation?
Please refer to Master standing order or night order for the answer of this question and make
sure it is written on that book as well.
Normally minimum CPA at open water is 1.0 NM and confined water 0.50 NM.
Call the master if you are not able to keep safe distance as mentioned on Master standing order
and night order.

10. What is your action in foggy time with visibility less than 0.5 NM?
Reduce speed for safe manoeuvring speed (Rule: 6/19)
Inform the Master
Post and keep proper look out by sight and hearing (Rule 5)
Inform duty engineer for standby and keep M/E ready for immediate manoeuvre.
Start give sound signal (Rule 35) and switch on navigation light (Rule 20)
Properly use of Radar/ARPA equipment to obtain early warning risk of collision (Switch on both
Radar, one in a long range 6 – 12 NM and one in a short range 1 – 3 NM)
Frequently check position of the vessel and plotting course, any dangerous object for navigation
to be clearly marked and avoided
Switch on echo-sounder to keep seabed line under control
Use manual steering

11. What action to be taken when vessel negotiating area of shallow water
Shallow water as per MIM No.1198.001/1198.002 (Water depth less than 10 M LAT)
Switch on echo-sounder to keep seabed line under control
Reduce speed for “Safe Speed” to avoid any squat effect
Check vessel UKC using tide table and comply with minimum UKC requirement as per MIM
Inform duty engineer for standby and keep M/E for emergency manoeuvre.
Frequently check position on the chart and plotting course
Maintain good look out, use manual steering and check tide/weather condition
Density of navigation traffic, dangerous area for navigation and reporting procedure of VTS-
communication

12. What is precaution to be taken while preparing passage plan?

The vessel draft. To comply with minimum UKC requirements as per MIM
The effect of tides and currents
The availability of electronic aid to navigation and their accuracy or limitation
To comply with Saudi ARAMCO maximum speed requirements
 To comply with Saudi ARAMCO minimum time interval for position fixing and recording.
Keep safe distance (outside 500M Zone from any offshore installation)
The day or night time passing of hazardous area
Requirement by ARAMCO VTS and Port control (Send passage plan by email for approval, do not
enter the field or move until the passage plan has approved by VTS)
Weather condition

13. What is your action in case of any fire inside of the accommodation board?
Sound the alarm (Continuous ringing)
Stop and close all ventilation/hatches/damper
Isolate the power
Proceed to extinguish the fire as per Muster list and follow instruction given by Saudi ARAMCO
“Emergency response plan”

14. What is your action in case of any Man overboard board?

Throw the Lifebuoy to the person overboard and in the night time one of the Lifebuoy should be
fitted with light
Sound the alarm (3 long blast) or shout “Man overboard”
Post look out
Press GPS MOB to Position fixed/marked, Stop the engine, Medical team ready and FRC ready for
action
Proceed to rescue the victim as per guidelines on “How to recovery persons overboard booklet”
and Saudi ARAMCO “Emergency response plan”.

15. What is procedure prior discharging cargo bulk “cement” and In case of the Rig are not receiving
cement, can you open the hose connection to ensure there is no any blockage on the line?
A. Procedure prior discharging cargo bulk cement.
Conduct Toolbox meeting and Risk assessment with all crew member
Follow procedure as per cargo bulk transfer check list
Once hose properly connected and secured. Ensure all valve on the Vessel and Rig are fully
opened
Blowing the lines to make sure all lines are free
Pressurized the tank and once the Rig confirm ready to received, we can start discharging
cement bulk
Maintain proper communication between the vessel’s crew and Rig via VHF Radio
B. In case of the Rig are not receiving cement, we could not open the hose connection directly
 Release pressure inside cement tank via cement ventilation.
Properly secured the hose connection using “Whip check cable”. In many case the air pressure
has trapped inside the hose.
Open the hose slowly, keep safe distance and direction from hose connection to avoid house
bounced to the crew body.

16. Please explain how to determine current speed and direction within Saudi ARAMCO oilfield area?
Take the ARAMCO Tide tables booklet.
Open the chapter no.5: Tidal stream atlases.
The tidal stream direction started from page no. 21 until page no.34
For the current speed, please refer to chart index with the title “Arabian gulf tidal flow”
For more information, please refer to the below picture.

17. Please tell me about “Toolbox meeting and Risk assessment”

A Toolbox meeting is an informal safety meeting that focuses on safety topics related to the
specific job. Such as; workplace hazards, safe working practice and procedures. Toolbox normally
short duration and generally conducted at the job site prior commencement of a job or work shift.
Toolbox meeting is the most important, because it’s covered Risk assessment and job procedure.
Risk assessment is the combined effort to identify and analyze “What might cause harm to people
and decide reasonable steps to prevent that harm”
 It is contain: Nature of activity, hazard to the crew/asset/environment and how to mitigate the
hazard.

18. Practical wear of SCBA (Self contained breathing apparatus)

We should able to practice to wear SCBA in a flash (Within one minutes)....”Very important..!!!”
Press “Demand valve” on the mask to avoid air release when opening the valve. Some SCBA have
“Demand valve” that would activate automatically once you start breathing. You have to familiar
with your own SCBA prior evaluation.
Open the cylinder valve to release air pressure and whistle alarm will be sounded automatically
Check the pressure in the bottle; make sure it’s not empty.
Wear the face mask and pull the straps to tighten, breathe normally
Hold the back plate with both hands and lifts the SCBA over your head, Pull the straps to tighten.

19. Safety precaution to be taken prior practical manoeuvre:

Conduct tool box meeting with all crew member.
Check the vessel draft prior manoeuvring
Check forward and aft distance with other vessel
Check the tide table to determine current speed and direction
Check anemometer to determine wind speed and direction.
Prepare departure check list and Go No-Go check list, Follow the procedure as per check list.
Report to Tanajib port control on VHF Ch.69 “We have ARAMCO QA on board and request
permission to start M/E for practical manoeuvre evaluation purpose”
When the M/E, B/T, Steering gear and windlass are ready. Report to Tanajib port control on VHF
Ch.69
“M/E ready and request permission to pull out for practical manoeuvre evaluation purpose”.
Once all ropes on board, again report to Tanajib port control on VHF Ch.69 “All ropes are on board
and request permission to pull out for practical manoeuvre evaluation purpose”.
We can start pull out from the berth and follow instruction given by ARAMCO QA. Maintain good
communication with all crew and perform good practice on bridge team management.
Resume of updated ARAMCO MIM (Marine Instruction Manual) and GIM (General Instruction Manual)
as of 24TH December 2018.

MIM1185.002: Reporting Procedures Documentation and Master's Duties for the Safe Operation of all
vessels.
Pls read and understand your duties and responsibilities as required by this MIM.

MIM1186.502: Marine Craft Fuelling

1. The acceptable tolerance level in Received/Supplied Fuel oil quantity between Marine Vessel and Pier,
Vessel and Vessel and Vessel and Offshore Rig will be in the range of (+/-) 2 %. Total quantities
calculated in USG.
2. The Pier Foreman will issue a written explanation of variation outside the ranges of :
(+/-) 2% for quantities up to 50 barrels (2,100 USG)
(+/-) 1% for quantities greater than 500 barrels (21,000 USG) in the reading
He will submit the report to his Superintendent.

MIM1186.509: Procedures for the Disposal of Sewage from Marine Vessels

Discharge of sewage into the sea is prohibited, except when:
1. Comminuted and disinfected sewage using a system approved by the Administration (IMO Reg). At
a distance of more than 3 nautical miles from the nearest land.
2. Raw sewage at a distance of more than 12 nautical miles from the nearest land.
3. The ship has approved STP which has been certified by the Administration (IMO regulations). Has a
valid International Sewage Pollution Prevention Certificate (1973). The sewage effluent does not
produce visible floating solids in, nor cause discoloration of the surrounding water.
4. Raw sewage must not discharged instantaneously, but at a moderate rate when a Vessel is
proceeding at speed not less than 4 knots.

MIM1186.511: Potable Water Management for Marine Vessels

1. Each potable water bunker station filling line shall be painted blue and clearly marked “POTABLE
WATER FILLING” in letters at least 13mm (0.5inch) high.
2. Disinfection of hoses shall be carried out as a routine measure every 12 months
3. Maintain free chlorine residual in the range 0.5 to 3.0mg/l (ppm)
4. pH and free chlorine test is conducted daily, if the test is not completed write an explanation in the
table as to why
5. TDS and a microbiological (coliform) test is conducted four (4) times a year, if the test is not
completed write an explanation in the table as to why.
MIM1191.004: Maintenance and Repair of EPIRB, SART & Portable GMDSS VHF Equipment
1. Routine Test of the Portable GMDSS VHF Radio on a daily basis
2. Routine Test of the EPIRB and SART equipment at least once a Month
3. The date of conducting the test and the results of the test will be logged in the Safety Equipment
register and in the Deck Log Book and the Radio Log Book
4. Required Shore base maintenance and repair for every 5 Year

MIM1191.005: Repair, Maintenance and Calibration of Fixed H2S Monitoring Systems

1. Carried out monthly testing of all H2S and LEL detectors, beacons and horns
2. The acceptable percentage error is 10% (Reading falls outside range of 90% - 110%) between the
known concentration of the gas and the obtained reading form the test

MIM1192.001: Marine Vessel Operating Practices

1. The vessel’s position is to be marked on the appropriate charts, and recorded in a Log Book at regular
intervals and at every alteration of course while underway
2. The safe interval for position fixing and recording should never exceed 15 minutes within the
boundaries of any offshore oilfield, or 30 minutes in ‘clear water’ outside of oilfield boundaries. On
approaches to entrance channels and piers, the time limit between vessel position fixing must be
reduced so as to accurately monitor the vessel’s track. The position log is to be retained onboard for
a period of at least six months for inspection purposes.
3. Master’s standing orders should be written to reflect the master's own particular requirements
4. At night, Master should write in the “Master’s night order book” what is expected of the OOW. These
orders must be signed by each OOW when going on watch
5. Rest periods of at least 10 hours in any 24-hour period are required. If the rest is taken in two separate
periods, one of those periods must be at least 6 hours. However, the minimum period of 10 hours
may be reduced to not less than 6 consecutive hours provided that any such reduction does not
extend beyond two days, and not less than 70 hours rest is provided during each seven-day period.
6. No vessel is allowed to come alongside a vessel flying the Red International Code Flag (B), or a Diving
International Code Flag (A) indicating diver working underwater, unless permission is given by the
Master of the vessel displaying the special operation signal
7. Vessels shall carry a life jacket for each person onboard, (plus 20%), which shall be stowed in readily
accessible weatherproof locations
MIM 1193.001: Marine Port Information and Regulations
West Pier:
1. When approaching West pier channel, the first buoy is “Spit Buoy (Special mark)”. All approaching
vessels are required to pass this buoy to Port side.
2. VHF Radio working channel: 11 / 10 / 13
3. The West pier and inner channel will be closed for all movements when wind speeds exceed 35 Knots
and visibility is less than 0.5 NM
4. West pier channel is restricted to “One way traffic” for:
Wind speeds exceeding 20 Knts
Restricted visibility
Movements of Self-propelled barges
Towed cargo barges and self-elevating barges
Saudi Aramco fuel barges
Vessels with mechanical deficiencies.
5. There are 10 Berths in West Pier
6. Speed limit, The maximum speeds limit in the approaches and within pier limit is 5 Knots

Tanajib Pier:
1. Tanajib Pier is dredged to a depth 8.0 M. Port and starboard hand beacon are 200M apart, consecutive
beacon on each side are approx 100M apart
2. The Tanajib pier and inner channel will be closed for all movements when wind speeds exceed 35
Knots and visibility is less than 0.5 NM
3. Tanajib inner channel is restricted to “One way traffic” for:
Wind speeds exceeding 20 Knts
Restricted visibility
Movements of Self-propelled barges
Towed cargo barges and self-elevating barges
Saudi Aramco fuel barges
Dedicated fuel tankers
Vessels with mechanical deficiencies.
Sea bus when transiting at high speed (Maximum 20 Knots)
4. There are two designated anchorages in used by Tanajib Pier; Manifa outer anchorage and Manifa
Inner anchorage
5. Speed limit, The maximum speeds limit in the inner channel (T1-T8) is 10 Knots and within the
harbor is 7 Knots.
 Sea bus vessel permitted to increase speed to a maximum 20 Knots upon receipt permission from
Tanajib Port control.

6. VHF Working Ch. 69 (Tanajib Port Control) and VHF Ch. 11 for Marine logistic

7. Speed limit crossing trenched pipelines:

Vessel with UKC less than 2.0M and greater than 1.0M. Maximum speed is 5 Knots
Vessel with UKC greater than 2.0M and less than 3.0M. Maximum speed is 8 Knots
Vessel with UKC 3.0M or more. No speed restriction
Vessel with UKC 2.0M or less, when crossing any of the five pipelines are to request permanent
dispensation from Rig move group 48 Hours prior crossing these pipelines for the first time and 1
Hour prior crossing pipelines the vessel is to contact Tanajib port control (UKC, Draft and
dispensation number). Transit between the channel beacon at mid point to maximize the water
depth.
Time and UKC when crossing pipelines is to be recorded on deck log book.
Vessels with draft 7.0M or more are not permitted to cross the pipelines until Rigmove group have
assessed the situation. At least 48 Hrs notice is required.

MIM 1193.005: Minimum Under Keel Clearance For Marine Vessels

1. Minimum under keel clearance (UKC) crossing over pipelines or subsea installation is to be 5.0
meters or more.
2. Minimum under keel clearance (UKC) other than crossing over pipelines/subsea installation (Normal
seabed) is to be 1.0M or more
3. Minimum under keel clearance (UKC) whilst alongside at Marine piers/facility is permitted to be
decreased to 0.3 meters.
4. The speed of the vessel and the effect of squat due to shallow water should be considered when
determining UKC. It should be remembered that squat may also occur when the vessel is stationary
in a fast running tidal stream, for example when at anchor
5. Reducing of UKC less than 5.0M for crossing over pipelines must first have permission from the Saudi
Aramco authority as mentioned below:
Producing Departments ‘Field Services’
Marine Department Rig-Move Group.
Ras Tanura Port Control (for movements in Ports of Juaymah and Ras Tanura) .
No other authority can grant this permission.
MIM 1193.006 Marine Vessel Requirements for Maneuvers within the 500m Zone of all Offshore
Structures and Rigs.
1. No any Vessel may enter any Saudi Aramco Oilfield without first gaining permission from the Field
Services Foreman
2. All AHTSS and Supply Vessels will require the Master, OOW and a lookout to be present on the bridge
at all times while the Vessel is moving through the Oilfield.
3. The time and position of the Vessel on entry into the Oilfield will be logged in the Deck Log Book
4. Checklist prior entry 500M safety zone: 500M zone checklist, Voyage Plans, Go-No Go, Pre-
Arrival/departure Checklists. Retention period of at least six (6) months.
5. The maximum speed for entering 500M safety zone is 3.0 knots. Master may increase speed to
maintain “Safe navigation”. However, the increase in speed must be noted in the Deck Logbook and
reported to Rig/Field Services.
6. The use of ‘auto-pilot’ is prohibited within the 500M safety zone
7. No Vessel can approach an Offshore Structure/Rig/Barge 'Head-on'.
8. Approaching an Offshore Structure/Rig/Barge ‘Beam on’ is permitted.
9. Approaching an Offshore Structure/Rig/Barge ‘Stern to’ is permitted
10. The maximum speed within 100M safety zone is 0.5 knots
11. At a ‘Safe’ distance from the Rig/Offshore Structure, no closer than four (4)Vessel lengths, the Master
will STOP the Vessel in the water, to ascertain wind and tide effect on the Vessel at that location
12. While manoeuvring in towards the Offshore Structure the Master will ensure that a Safe Exit/
Emergency Abort route remains clear
13. Once alongside the Offshore Structure the Vessel will remain with all engines and thrusters fully
operational until the Vessel is fully secured.

MIM1193.007 Vessel traffic System

1. Vessels entering a VTS area shall report as follows:
Send passage plan via email to VTS for approval
ETA to entry into the VTS area (Oilfield limit)
Destination
Any equipment defects or deficiencies
User Department which the vessel is working for
Any other relevant information
Vessel draft
2. Vessel speed limit
Maximum speed permitted in Oilfields (Day and night) is 10.0 Knots.
Daylight maximum speed for Offshore Security Vessels and crew boats is unlimited or as agreed.
Maximum speed permitted at night for Offshore Security Vessels (not in an emergency situation)
and crew boats is 15.0 Knots
Speed limits within 500m zones is 3.0 Knots, within 100m is 0.5 Knots)

3. VTS Contact Details (For your information only, The Aramco QA will never asking about these
details):
A. VTS – Safaniyah VTS
Call Sign : Safaniyah VTS
Location : Safaniyah Pier
Telephone : 013 378 5010
E-MAIL : marinesafaniyahoilfieldvts@aramco.com , marinesafaniyahvts@gmail.com
Frequency : VHF Ch 87

B. VTS – Northern Area VTS

Call Sign : Northern Area VTS
Location :
Telephone : 013 8807365
E-MAIL : marinenagasvts@aramco.com , MarineNaGasVts@gmail.com
Frequency : VHF Ch 11

C. VTS – Zuluf VTS

Call Sign : Zuluf VTS
Location :
Telephone : 013 3787383
E-MAIL : marinezulufoilfieldvts@aramco.com , MarineZulufVts@gmail.com
Frequency : VHF Ch 11

D. VTS – Marjan VTS

Call Sign : Marjan VTS
Location :
Telephone : 013 378 9426
E-MAIL : marinemarjanoilfieldvts@aramco.com , MarineMarjanVts@gmail.com
Frequency : VHF Ch 11
 E. VTS – Abu Ali VTS (Berri Field)
Call Sign : Abu Ali VTS
Location : Abu Ali Pier
Telephone : 013 677-3702
E-MAIL : MarineAbuAliPierCoordinators@Exchange.Aramco.com.sa
Frequency : VHF Ch 11

F. VTS – West Pier VTS (Qatif & Abu Safah)

Call Sign : West Pier VTS
Location : West Pier VTS
Telephone : 013 6781020
E-MAIL : MarineWestPierShiftCoordinator@Exchange.Aramco.com.sa
Frequency : VHF Ch 11

MIM1193.501 Work Permit System

1. The work permit system will be utilized whenever any of the following work is to take place:
Hot Work (in a restricted area)
Confined Space Entry (in any area/location)
Equipment Opening/Line Break; FO Piping system, sewage tank, etc
Excavation by hand or mechanical equipment (trenches)
Diving operations. A work permit must be obtained before any diving operation is commenced
whether offshore or onshore.
2. Table showing Gas concentrations and limit values for entry into confined space’s
MIM1193.507 Safety Drills Onboard Marine Vessels
1. Drill conducted onboard, in which the vessel’s crew is exercised in their ability to respond to onboard
emergencies, such as:
Man Overboard (MOB)
Fire drill
Life-raft Muster/Abandon Ship
Damage Control, Watertight integrity
Gas Escape (H2S)
First Aid/Cardiopulmonary Resuscitation Drill
Confined Space Entry Rescue Drill.
2. The Master will conduct an emergency drill on board his vessel at least once a week
3. Drill critique. At the end of each drill, a drill critique should be conducted and attended by all
participants. A critique should be written to highlight the strengths and weaknesses revealed during
the drill

MIM1193.510 Off-ship Fire fighting and Fast Rescue Craft Drill

1. Vessel FiFi systems must be operated to the required minimum specifications are as follows:
Off-ship firefighting system, consisting of minimum two (2) fire monitors with each a capacity of
1200 m3/hr with a horizontal range of 120 meters.
Effective height of delivery 45 meters measured vertically from sea level and horizontal distance
not less than 70 meters from the nearest part of the vessel.
2. Minimum requirements for Fast Rescue Craft (FRC):
The launching system shall be such that the boat can be cleared away in not more than two (2)
minutes.
The FRC will be capable of transporting a minimum of nine (9) persons.
The launching area for the FRC shall be provided with a bow painter and breast ropes.
The FRC will be fitted with a permanent water proof VHF radio with external speaker.
 Reserve fuel sufficient for the FRC to be operated for 24 hours continuously shall be carried on
the vessel.
The FRC will be serviced annually by an approved IMO service station.
Safely and effectively launch the FRC within 3 minutes of sounding of the Man Overboard Alarm.

MIM1198.001: OIM 1. 519 Work Around Offshore Producing Facilities

1. When moving the barge anchors, the barge shall be attended by three (3) tug boats. One tug shall set
the initial 4 anchors while the other 2 vessels shall hold the barge in position
2. Drilling rig and Jack-up barge Movement within the field during the hours of darkness or if visibility is
less than 4 nautical miles is prohibited
3. At the Rig/Jack-up barge location. No anchoring is allowed at any location where there is a subsea
pipeline or cable within 400 meters of the rig. In congested areas this may require the use of DP
Vessels only to supply the Rig.
4. Where a Spar Buoy has been deployed at a Rig/Barge location to indicate the safe anchor drop
position, the Master of the supply vessel shall use the Spar Buoy purely as an aid to navigation, and
shall not use the buoy as an exact required anchor drop position. Masters should anchor between the
Spar Buoy and the side of the Rig/Barge, and NEVER on the far side of the buoy.
5. DP vessels shall be used only in water depths within the vessel certified limits, but in any case not less
than 10 meters
6. Bollard pull certificate to renewed by annually

MIM1198.002 Operating Procedures for Rig Supply and Standby Vessels

1. The three Classes of Fire-Fighting Vessels are as follows:
FiFi Class I - Pumping 2400 m³/hr - First Response and Rescue.
FiFi Class II - Pumping 7200 m³/hr.
FiFi Class III - Pumping 9600 m³/hr.
2. Cargo operation procedures:
All Cargo must be pre-slung. No cargo will be accepted on board the Vessel unless it is rigged with:
The required number of lifting slings.
The lifting slings are in good condition.
The lifting slings are in the correct position.
The lifting slings meet the Safe Working Load of the cargo.
The cargo must be secure and properly strapped.
3. Prior to loading (Liquid mud) the vessel must receive the following documents:
Cargo manifest (Includes the quantity and the total weight) (or specific gravity and volume so
this can be calculated).
 Material Safety Data Sheet.
Storage and circulation instructions
If the above three, (3) documents are not received prior to loading at the pier, do not load the
mud
Any failure to provide proper documentation will be considered a Near Miss and is to be reported
accordingly
4. Loading mud from shore facility:
The mud is not to be carried on board for more than fourteen (14) days.
Notification is to be sent to the respective AHTSS Coordinator and Drilling or Logistics when the mud
has been on board for twelve (12) days and every day after that until it is removed from the vessel.

5. Back loading mud from a Rig:

Any drilling mud back loaded from a rig is to be listed on the pre-arrival notice.
The mud is to be discharged from the vessel at the next port call if possible
Must not remain onboard for more than seven (7) days, under any circumstances
If the three (3) documents; Manifest, MSDS and storage/circulation instruction are not received
from the rig when back loading mud then drilling is to be informed by email and the mud is to
be discharged on the nest port call. Do not leave port with mud on board that is not properly
documented.

6. Vessel approaching Rig/barge location:

The Vessel must first obtain permission to enter any Aramco Oilfield from the Oilfield Services
The Vessel must obtain prior permission from the Rig Coordinators before approaching any
Rig/Barge
Prior entering 500M safety zone of the Rig/barge, the vessel has to comply with MIM 1193.006
Marine Vessel Requirements for Maneuvers within the 500M Zone.
Each vessel shall ensure that a minimum of three (3) crew members are utilized for mooring
operations

7. Snatching of materials is not permitted when;

Significant wave height exceeds 1.5 meters.
More than 45% thruster or M/E power is required to maintain position whilst snatching alongside,
then the vessel must pull clear and not return until conditions are safe to resume operation
8. Whenever an anchor is to be laid in a mooring system, the below requirements are to be followed:
The anchor is to be paid out under tension.
Anchor holding test at a safe distance from the rig prove that the vessel’s anchor is holding
through use of the main engines. This is to be conducted prior to making fast to the rig. This is to
be recorded in the Deck Logbook.
Upon completion of the mooring operations, keep M/E for 30 minutes. The time of engine shut
down to be recorded in the Deck Logbook. Prior to the shutdown of the propulsion systems the
anchor cable is to be heaved until stall on the windlass.
9. During tied up to the Rig, Main engines shall be activated whenever:
Wind or surface current speeds exceed 16 knots or 1.0 knot respectively.
Combined sea and swell is in excess of 5ft (1.5 meters).
Anchoring in poor holding grounds or in shallow water where the under keel clearance (UKC) is
less than twice the draft of the vessel.