ukcsmal001Part2_iss1

Marine Operations Manual UKCS-MAL-001
Part 2
Northern North Sea Field Information
Section 1 West of Shetland

Section 2 East of Shetland
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Part 2 Northern North Sea Field Information

September 2001 Issue 1 i/ii
Section 1
West of Shetland (WoS)
Chapter 1.1 Schiehallion

Chapter 1.2 Foinaven
Appendix 1A West of Shetland Field Arrangements
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September 2001 Issue 1 1-i/ii
Section 1 Chapter 1.1

Schiehallion
Paragraph Page
1 Schiehallion Field Information 1-1-1

1.1 General 1-1-1
1.2 Schiehallion Subsea Layout and Equipment 1-1-1
2 Schiehallion FPSO Vessel Information 1-1-3

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2.1 FPSO Vessel Main Particulars 1-1-3

2.2 Turret Mooring and Riser System 1-1-3
2.3 FPSO Thrusters and Limitations 1-1-4
3 Communications 1-1-4
3.1 FPSO Vessel – Tanker – Rig – FSV – Foinaven –
Shore Communications Systems 1-1-4
3.2 FPSO Vessel – Helicopter Communications System 1-1-5
3.3 FPSO Vessel Radar System 1-1-5
3.4 FPSO Vessel Radar Transponder 1-1-5
4 Particular Marine Hazards 1-1-6
5 Cargo Operations 1-1-6

5.1 General 1-1-6
5.2 Procedures for Working Within 500m Zone 1-1-6
5.3 Vessel Manning 1-1-7
5.4 Cranes 1-1-8
5.5 Bulk Transfers 1-1-8
5.6 Vessel Moorings 1-1-8
5.7 Helicopter Operations 1-1-8
6 Marine Co-ordinator Function 1-1-9

6.1 Terms of Reference 1-1-9
Part 2 Northern North Sea Field Information Schiehallion

September 2001 Issue 1 1-1-i
UKCS-MAL-001 Marine Operations Manual

Schiehallion (cont’d)
Paragraph Page
7 Position Reference Systems 1-1-10
8 Schiehallion Field Support Vessel 1-1-10
9 Shuttle Tanker Operations 1-1-11

9.1 Summary of Shuttle Tanker Approach 1-1-11
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Figure
1.1.1 Schiehallion FPSO Vessel Pre-entry Checklist 1-1-12
1.1.2 Schiehallion FPSO Vessel Elevation and
Crane Orientation 1-1-12
Forties Part 2 Northern North Sea Field Information

1-1-ii September 2001 Issue 1
1 Schiehallion Field Information

1.1 General Information
The Schiehallion field is located approximately 150km west of the Shetland Islands. It is
BP’s second commercial development West of Shetland, following the Petrojarl
Foinaven Floating Production, Storage and Offloading (FPSO) and subsea project 11.5km
west of Schiehallion operated by Golar Nor on behalf of BP Exploration. There are
currently no other Installations in the area, although initial development has commenced
at the BP Clair field, to the north-east. Schiehallion/Loyal/An’Teallach drilling and subsea
development work using various drilling units and vessels continues for the forseeable
future.
The geographical co-ordinates of Schiehallion and Foinaven FPSO vessel turret centres
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are shown below:
Schiehallion Foinaven
60° 21’ 25” N 60° 18’ 58” N
04° 3’ 58” W 04° 16’ 24” W
6 691 803m northing UTM* 6 687 460m northing UTM*
441 181m easting UTM* 429 657m easting UTM*
* UTM Zone 30, Central Meridian 3°W, European Daturn 1950

The Schiehallion field lies in Blocks 204/20, 204/25b, 205/16, 205/21b and 204/25a and
Loyal lies in Block 204/20. BP is the Operator of the combined development, with both
Schiehallion and Loyal reservoirs producing via a subsea system to the 950,000bbl
capacity FPSO vessel.
Refer to Appendix 1A for location map.
1.2 Schiehallion Subsea Layout and Equipment

A total of 26 subsea production and water injection wells have been drilled. There are
three drilling centres (Central, West and North) within the Schiehallion field, plus one
drilling centre at Loyal.

September 2001 Issue 1 1-1-1
The following Schiehallion subsea development centres table lists the number of wells
planned to be drilled from each centre location:
Centres Position Configuration Pipelines/

(UTM Co-ord) Flowlines/
Umbilicals
Central 442 820 E Manifold x 2 3 production
6 689 409 N (production/injection)
8 production wellheads 1 test
4 water injection wellheads 1 gas lift
1 water injection
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1 static/1 shared
umbilical
West 439 379 E Manifold x 2 1 production
1 water injection
1 static/1 shared
umbilical
North 443 498 E Water injection manifold 1 water injection
6 693 175 N 2 water injection wellheads 1 static/1 shared
umbilical
Loyal 441 926 E Manifold x 2 1 production
1 water injection
1 static/1 shared
umbilical
An’Teallach 435 740 E 1 gas injection wellhead 1 gas disposal
6 685 635 N 1 static/1 shared
umbilical
Schiehallion Part 2 Northern North Sea Field Information

1-1-2 September 2001 Issue 1
None of the subsea wellheads, pipelines or anchor cables present a subsea hazard to
shuttle tanker operations. The depth of the anchor cables below the FPSO vessel turret
will not affect operations at the stern of the FPSO vessel. Xmas trees protrude some
20ft above the seabed at the head of each well completion and consist essentially of a
cluster of valves for control and isolation of the wells.
2 Schiehallion FPSO Vessel Information

2.1 FPSO Vessel Main Particulars
The primary structure of the FPSO vessel consists of the hull, the turret and its mooring
system. It is a purpose-built, all-welded, steel structure incorporating a passive turret
system, and is permanently moored onsite for the full operational life of the Installation.
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The FPSO vessel has a modified barge-type hull form, with a ‘cut-up’ stern and a
rounded bow to assist in station-keeping characteristics and to minimise the effects of
wave slam. It has a wide, flared forward section and high forecastle to minimise the
frequency of green water reaching the vessel’s upper deck and the equipment and
systems located on and above this level (including process, oil storage, utility and safety
systems).
The basic dimensions of the FPSO vessel are:
• Length 244.80m
• Breadth 45.00m
• Depth 27.25m
2.2 Turret Mooring and Riser System

The FPSO vessel anchoring system consists of an array of 14 catenary mooring lines,
grouped into two bundles of four and two bundles of three. The two four-line bundles
are oriented towards the west-south-west and north-north-west, the directions from
which the worst weather is expected to originate. This method of grouping provides
considerable redundancy in case of a line failure, ie resulting in smaller offsets of the
vessel, and provides larger corridors for the free passage of flexible risers without
potential interference. The mooring lines are pre-tensioned and are permanently fixed in
a hawsepipe and chainstopper assembly in the turret. The FPSO vessel rotates relative
to the turret to compensate for vessel motion.

Each mooring leg is approximately 2100m long. A chain length is fitted at either end of
the leg at the connection to the FPSO vessel turret and to the suction anchor. A third
length of chain is fitted to provide wear resistance over the touchdown area on
the seabed.
2.3 FPSO Vessel Thrusters and Limitations

Two 25-tonne thrust thruster units located aft provide a limited capability for the
FPSO vessel to be manoeuvred operationally in the following conditions:
• Adverse wind/tide conditions (pitch and roll)
• Helicopter operations
• Shuttle tanker operations
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The thrusters are not designed to propel the FPSO vessel in a forward or aft direction.
The propeller units are Schottel SRP 1212 LSU underwater-mounted type with nozzles
and fixed pitch propeller blades. The units can be rotated through 360°. Each thruster is
electrically driven from above by an Ansaldo CRV 560 X4 13.8kV motor from the main
gas-turbine driven generators.
A Simrad dynamic heading and thruster control system is provided to maintain the
vessel heading and allow for joystick control and monitoring of the azimuth thrusters
from the Central Control Room (CCR) marine console or the bridge.
3 Communications
3.1 FPSO Vessel – Tanker – Rig – FSV –
Foinaven – Shore Communications Systems
The FPSO vessel communications main bearer is based on a Ku band satellite
communications system operating through a geostationary satellite. A full duplex high
availability system with a bandwidth of 384kbit/s provides continuous communications
between Schiehallion and BP offices in Dyce, Aberdeen, with onward connection to
Partners and the public telephone system.
An Inmarsat B satellite terminal is fitted on the FPSO vessel with facsimile, calling
buzzer, voice distress pushbutton initiation, three telephones and PC/printer for telex
message preparation and sending, for emergency use and during the main bearer
systems outages.

3.2 FPSO Vessel – Helicopter Communications System

Two airband VHF (AM) 25W transceivers are fitted at the bridge, with repeaters to
heli-admin and to the CCR. Three intrinsically safe hand-held airband VHF (AM)
transceivers enable FPSO vessel to aircraft voice communications during both
emergency and normal operations. An aeronautical non-directional beacon with single
transmitter using an omnidirectional aerial is also fitted to provide for helicopter guidance.
3.3 FPSO Vessel Radar System

Two Automatic Radar Plotting Aid (ARPA) X-band radars are fitted, one on the flare mast
(at the FPSO vessel bow), the other on the telecommunications mast provide 360°
coverage. Three displays are provided, two at the bridge console, the other in the CCR at
the Marine Operator’s console.
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3.4 FPSO Vessel Radar Transponder

A radar transponder identifies the FPSO vessel’s position to approaching ships’ radar
systems and responds to any and all radar transmissions across the full width of X-band.
The FPSO vessel complies with light and sound requirements for an offshore
Installation.
The morse code ‘U’ is generated from both lanterns and foghorns; every 15 seconds
from the lanterns and every 30 seconds from the foghorns. The lanterns are left
switched on 24 hours a day. The foghorn is only sounded in reduced visibility conditions.
Radar monitoring of marine traffic is the responsibility of the FPSO vessel Marine Control
Room Technician (CRT) and the FSV throughout the year in both good and poor visibility.

4 Particular Marine Hazards

No vessel is permitted to enter the FPSO vessel 500m safety zone without gaining
permission from the Schiehallion Control on VHF Channel II.
When any vessel is manoeuvring alongside the FPSO vessel, particular attention must
be paid to the possibility of the vessel weather vaning due to sudden changes in wind or
current, or loss of power.
If FPSO vessel thrusters are running, the turbulence created may cause problems with
station-keeping on either side of the vessel, particularly close to the FPSO vessel stern.
All vessels should keep well clear of shuttle tankers when they are manoeuvring,
mooring or unmooring at the FPSO vessel.
Manifolds and wellheads extend up to 6m above the seabed, and all seabed flowlines
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are untrenched.
The consequences of possible contact with subsea structures, flowlines, mooring lines
and risers are very serious. Masters are therefore advised to exercise every possible
precaution when engaged in any subsea activity.
Surface currents often exceed 2 knots, flowing mostly in a north-easterly direction.
However, their strength and direction is unpredictable and Masters should be aware of
the speed and direction of the current before commencing any operation, and should be
prepared for sudden changes which might occur.
5 Cargo Operations
5.1 General
All cargo operations are directed by the Services Foreman.
Cargo operations shall be planned and conducted so as to reduce to a minimum the
number of occasions that the supply vessel has to approach and manoeuvre into position
alongside the FPSO vessel during any one cargo run.
During cargo operations, when it becomes apparent that there will be a significant delay
in working, the supply vessel is to be stood down and directed to withdraw from the
500m zone to enable the Master and crew to take a rest period.
5.2 Procedures for Working Within 500m Zone

The following procedure is to be followed by all vessels working within the 500m zone
of the FPSO vessel.

5.2.1 General
Prior to being granted permission to enter the 500m zone, the supply vessel will contact
Schiehallion Control. The Master of the vessel and Schiehallion Control will jointly go
through a checklist (refer to Appendix 1A and Section 7).
5.2.2 Checks Prior to Working Alongside FPSO Vessel

(1) Prior to the supply vessel closing under the FPSO vessel crane, the Master will
assess the ability of his vessel to hold station in the prevailing conditions.
(2) The Services Foreman will confirm with the Master that he is satisfied with the
ability of his vessel to hold station.
(3) In the event that the vessel requires more than 60% continuous thrust on any one
thruster to maintain station, operations will be suspended.
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Note: If the vessel develops any form of mechanical or control failure while
alongside the FPSO vessel, cargo operations will be suspended and the
vessel will move clear. Cargo operations will only resume after the
necessary repairs have been satisfactorily completed.
5.3 Vessel Manning

Any vessel required to work alongside the FPSO vessel for a period greater than 6 hours
will be manned so that, in addition to the Master, there is a minimum of one other
person onboard who is duly qualified and competent to manoeuvre the vessel.
Throughout the period that a vessel is alongside the FPSO vessel, the Master or other
suitably competent person will be on the bridge at all times.
Other than in exceptional circumstances, Masters and crews of vessels will not work for
periods of longer than 16 hours, and such working periods must be followed by 8
consecutive hours of rest.

5.4 Cranes
The FPSO vessel is equipped with two Keny electrohydraulic deck cranes on the
starboard side. The supply vessel will be required to move between cranes as required
to work deck cargo and bulks.
All cranes are rated at a Safe Working Load (SWL) of a maximum 12 tonnes on the
whipline, although an 8 tonne limit has been established to allow for operations to
continue in reasonable sea height conditions.
5.5 Bulk Transfers

Diesel is bunkered on the starboard side of the FPSO vessel via a 4in hose and TODO
quick-close coupling.
Water is bunkered from the same position as diesel via a 4in hole hose and WECOPIG
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100 coupling.
Bulk shipments of methanol and calcium nitrate are taken forward on the starboard side
via a 3in hose and TODO quick-close coupling stowed on hydraulic spooling reels.
5.6 Vessel Moorings

There are no attachments for mooring vessels.
5.7 Helicopter Operations

Prior to any helicopters landing or taking off from the FPSO vessel, the Field Support
Vessel (FSV) will be notified and will take up a suitable position.
During helicopter operations, all overside crane working ceases until the helicopter has
either cleared the Installation or has shut down.
Supply or support vessels working alongside the FPSO vessel will keep clear of the flight
path of a landing or departing aircraft.

6 Marine Co-ordinator Function

The West of Shetland Margins Marine Co-ordinator (Frontier MarCo) is based on the
FPSO vessel and is a Foinaven Master Mariner.
6.1 Terms of Reference

The Marine Co-ordinator is responsible to the OIMs on the Foinaven and Schiehallion
FPSO vessels and to the BP Representatives onboard all drilling units, for the efficient
control and performance of all supply, anchor handling, construction and FSVs entering
the West of Shetland area.
The responsibilities of the Marine Co-ordinator are to:
(1) Ensure that all offshore marine operations are managed efficiently and that safe
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working practices are being followed.

(2) Keep all BP Representatives and OIMs advised, either directly or through their
nominated contact points, of vessel movements to or from each Installation.
(3) Give marine support and guidance to all offshore Installations and vessels.
(4) Liaise directly with the BP Representatives offshore, nominated Asset
Representatives onshore, and the marine scheduling desk at ASCo in Peterhead,
for briefing or updating on related marine operations.
Note: The relevant Asset Logistics Co-ordinators control the sailing of supply
vessels from the supply base, and any requirement for a vessel must
be authorised by the relevant BP Representative and Logistics
Co-ordinator onshore.
(5) Keep records of all vessel movements and report to the offshore
BP Representatives and Marine Scheduling as required.
(6) Monitor the performance and movement of all standby vessels supporting West of
Shetland locations, and act as the focal point for the co-ordination of any standby
vessel sharing requirement.
(7) Monitor and co-ordinate environmental recording equipment including subsea
current meters and wave-rider buoys.
(8) Maintain records of all equipment lost on the seabed and advise survey branch of
these losses.
(9) Ensure that all standby vessels operating in the area maintain records of all vessel
traffic, and that the necessary warnings and information are given to
fishing vessels.
(10) Liaise with BP Survey Department on the deployment of subsea acoustic
transponder beacon frequencies, and maintain records of frequencies deployed.
(11) Maintain contact with, and co-ordinate activities of, construction vessels with
particular reference to Dynamic Positioning (DP) reference systems (Artemis, HPR,
Fan Beam etc).

(12) Co-ordinate VHF frequency control and maintain records of any microwave link
frequencies established.
(13) Provide marine support during emergencies and emergency drills.
(14) Report any marine incident/accident to BP Marine Logistics Department.
(15) Co-ordinate any oil pollution activity and reporting.
(16) Co-ordinate emergency exercises with field standby vessels.
Note: The Schiehallion OIM has responsibility for all activities and operations within the
500m zone of the FPSO vessel and all drilling centres. The OIM has delegated
responsibility for all Marine Operations within the Schiehallion development area
to the Schiehallion OME.
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7 Position Reference Systems
The principal position reference systems utilised between the shuttle tanker and the
FPSO vessel are DARPS and Artemis. Differential Global Positioning Systems (DGPS) on
the tanker and FPSO vessel also provide each vessel with geographical position
references, which are independent of DARPS and Artemis. The tanker and FPSO vessel
are both also fitted with a FANBEAM laser guidance and monitoring system.
8 Schiehallion Field Support Vessel

The dedicated Field Support vessel (FSV) for the Schiehallion area is the Highland Spirit
multipurpose support vessel. This vessel is be used for safety cover, emergencies,
support and emergency shuttle tanker towing assistance as directed by Schiehallion
Control.
Whilst the primary importance of the FSV is to provide emergency support to the
relevant Installations and tankers in field, it is recognised that additional services may be
performed if these activities do not compromise the provision of the safety service
provided. Activities which may fall into this category include Remotely Operated Vehicle
(ROV) work, deck cargo and bulk storage/transfers amongst others. The Schiehallion FSV
will be shored with one of the drilling units located on either north, central or west
drilling centres when required to do so.

9 Shuttle Tanker Operations

9.1 Summary of Shuttle Tanker Approach
The shuttle tanker contacts the FPSO vessel by VHF on Channel 11 and tenders NOR at
a distance of 10 nautical miles from the FPSO vessel. Appropriate information will then
be exchanged between both parties.
No helicopter operations shall take place onboard the shuttle tanker or the FPSO vessel
during mooring and unmooring operations. During tanker loading, helicopter operations
may resume, but the helicopter approach/departure direction shall not pass over the
tanker and shall approach the FPSO vessel helideck from either the port or starboard side.
Between 10 nautical miles and 3 nautical miles from the FPSO vessel, the tanker will
perform DP tests as per onboard checklists and confirm satisfactory DP system
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operation to the FPSO vessel.

Pre-arrival checklists for both vessels are to be satisfactorily completed and confirmed to
both sides by the time the tanker reaches 3 nautical miles from the FPSO vessel.
The tanker speed is reduced so as not to be exceeding 5 knots as she passes inwards at
3 nautical miles from the FPSO vessel, although the safe speed of approach shall be
determined by the Tanker Master.
(1) The tanker approaches the FPSO vessel. It settles in position 70 to 80m from
the stern.
(2) The gunline is fired toward and over the tanker bow from the aft end of the
FPSO vessel helideck.
(3) The tanker then hauls in the messenger with the chafe chain using the traction
winch. At the same time, the oil hose messenger and VOC hose messenger are
pulled across to the tanker suspended from the hawsers messenger/hose.
All hoses and hawsers are then transferred between the vessels and secured.
Cargo transfer can then commence.

Pre-entry check to be completed in conjunction with Schiehallion prior to entry into 500m zone
Master to confirm to Schiehallion Control: Yes/No Comments
The Master is fully aware of procedures for vessel entry (10 minute
settling period).
Main engines: tested ahead and stern.
Thrusters: bow, stern and azimuthing thrusters (as applicable) running

and fully operational.
Steering gear: fully function tested (main and emergency).
Joystick: fully function tested.
Two-way VHF communication established with deck/crane and

vessel bridge to crew.
Weather conditions suitable for operations.
Master recorded completion if checklist in log.
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Schiehallion Control to confirm to vessel: Yes/No Comments
FPSO heading and thruster status.
Which crane to be worked.
Standby vessel informed of operations.
Status of other vessels within 500m zone.
UKCSMAL001.129
Figure 1.1.1 Schiehallion FPSO Vessel Pre-entry Checklist
Flare
Black Start
Generator (Rep) Cranes (OME)
Turret
MV & HV
Switchboard
Rooms Moonpool
BP Schiehallion Blocks 284 & 285
Thrusters Port Starboard Elevation

and Starboard
Fwd
MV
SW
Rm
Turret
Production Deck
Potable Water 45m Methanol Bulk

Green Diesel Chemicals
45m
Plan
UKCSMAL001.090
Figure 1.1.2 Schiehallion FPSO Vessel Elevation and Crane Orientation


Foinaven
Paragraph Page
1 Foinaven Field Information 1-2-1

1.1 General Information 1-2-1
1.2 Location 1-2-1
2 Foinaven FPSO Vessel Description 1-2-3

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2.1 General Arrangement 1-2-3

2.2 Propulsion 1-2-4
2.3 Process Facilities 1-2-4
3.1 Land Communications 1-2-4
3.2 Marine and Aviation Communications 1-2-4

5.1 General 1-2-5
5.2 Procedures for Working Within 500m Zone 1-2-5
5.3 Vessel Manning 1-2-7
5.4 Cranes 1-2-7
6 Marine Co-ordinator Function 1-2-9

6.1 Terms of Reference 1-2-9
8 Foinaven Active Reservoir Monitoring (FARM) 1-2-11
Part 2 Northern North Sea Field Information Foinaven


Foinaven
Paragraph Page
9 Field Support Vessel/Standby Vessel 1-2-11
10 Shuttle Tanker Operations 1-2-12

10.1 Shuttle Tanker Approach to the Field 1-2-12
10.2 Tanker Mooring System 1-2-12
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10.3 Mooring Operations 1-2-13
10.4 Cargo Transfer 1-2-13
10.5 Unmooring Operations 1-2-14
10.6 Emergency Stations 1-2-15
Figure
1.2.1 Foinaven Pre-entry Checklist 1-2-6
1.2.2 Foinaven Orientation and Crane Details 1-2-8
Foinaven Part 2 Northern North Sea Field Information

1 Foinaven Field Information

1.1 General Information
The Foinaven field is situated approximately 80 miles west of the Shetland Islands in
United Kingdom Continental Shelf (UKCS) Licence Blocks 204/24A and 204/19.
Oil production from the field is from a Floating Production, Storage and Offloading
(FPSO) vessel named Petrojarl Foinaven. The FPSO vessel is operated by Golar Nor
Offshore for BP Exploration.
The field consists of two drill centres (DC1 and DC2A), two water injection sites, an
associated gas disposal centre, an umbilical distribution assembly and the FPSO
vessel location.
The location of the drill centres with respect to the position of the FPSO vessel are DC1,
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approximately 2 miles at a bearing of 260°, and DC2A approximately 2 miles at a bearing

of 025°. The water injection wells are situated, again with respect to the position of the
FPSO vessel, one approximately 2 miles north and the other approximately 1.75 miles at
a bearing of 100°. The associated gas disposal location is approximately 5 miles at a
bearing of 110° from the FPSO vessel.
Drilling rigs or construction vessels may be in position at any of these sites.
The drill centre subsea layouts comprise a manifold and well cluster arrangement
connected by flexible flowlines. Further flexible flowlines from the manifolds are
attached to rigid steel flowlines which connect to the riser bases on the FPSO vessel,
along with the associated control system umbilicals.
The water depth at the FPSO vessel is 455m.
The Schiehallion field, situated to the north-east and east, is approximately 6 miles from
the FPSO vessel.
Refer to Appendix 1A.
1.2 Location
FPSO Vessel
The geographical co-ordinates are:
• Latitude 60° 18’ 58.24” N
• Longitude 04° 16’ 23.85” W
The UTM co-ordinates are:
• Eastings 429657
• Northings 6687460

DC1
• Latitude 60° 18’ 39.79” N
• Longitude 04° 20’ 16.00” W
• Eastings 426083.13
• Northings 6686960.00
Water depth is 507m.
DC2A
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• Latitude 60° 20’ 37.46” N
• Longitude 04° 14’ 43.31” W
Gas Well
• Latitude 60° 17’ 25.10” N
• Longitude 04° 06’ 59.48” W
East Water Injection Well

• Latitude 60° 18’ 43.08” N
• Longitude 04° 13’ 05.87” W


West Water Injection Well

• Latitude 60° 20’ 55.57” N
• Longitude 04° 17’ 39.07” W
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2 Foinaven FPSO Vessel Description

2.1 General Arrangement
The Petrojarl Foinaven is a turret-moored oil production vessel held on location by
10 mooring legs, evenly separated by 36° intervals. The turret, which is moored 39m
forward of amidships to provide good weather-vaning capability, supports the
10 mooring winches and the subsea riser and umbilical connections. Although the
moorings do not present a risk to support vessel activities, mariners should be aware of
their existence. Because of the water depth, the catenary is such that the moorings fall
sharply downwards from the vessel.
The turret mooring system allows the vessel to freely rotate around the
geostationary turret.
The vessel is capable of locking the turret in calm weather, and can also adjust heading
by using thrusters or, if these are not available, turning motors. If it is felt necessary, a
lee can be created for a supply vessel or support vessel by turning the FPSO vessel
across the wind or current. In such circumstances, Masters must be made aware that a
lee is being provided.
In addition to the normal navigation lights, sound signals and beacons, the FPSO vessel
is fitted with a RACON beacon.
The principal dimensions of the FPSO vessel are:
• Length overall 250.2m
• Breadth 34m
• Maximum draft 13m

2.2 Propulsion
The FPSO vessel propulsion unit consists of two fore and aft main propellers, bow
thruster and stern thruster, and steering performed by high performance Schilling
rudders. All of this equipment can be controlled manually by joystick or automatically by
a Simrad automatic dynamic positioning system.
2.3 Process Facilities

The process facilities have the capacity to handle up to 95,000 barrels of oil per day, and
to inject 165,000 barrels of water per day into the reservoir. Some of the produced gas is
used in the gas lift system to enhance production, and the rest is reinjected into
the ground.
The vessel has storage capacity for 300,000 barrels of oil which is offloaded by means of
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shuttle tankers.
3 Communications
3.1 Land Communications
Communications to shore will normally be routed by a Ku band satellite link. This link
will carry telephone, fax, electronic messaging and video conference channels.
Shore telephone and fax links can also be routed by satellite Inmarsat B systems or MF
ship-to-shore through a coast station.
Telephone numbers to the vessel by the Ku band link are through the BP Exploration
offices in Aberdeen and are (01224) 835108 and 835109. The Inmarsat B telephone
number is 871-330949910.
3.2 Marine and Aviation Communications

Initially, all marine communication on MF shall be made to Petrojarl Foinaven on
2182kHz and, when contact has been established, via an agreed working channel
(normally 2246kHz). Distress and safety communications will be made on 2182kHz.
Initially, all communication on VHF shall be to Petrojarl Foinaven on Channel 16, then
switching to Channel 77 when contact has been established. Distress and safety
communications shall be made on Channel 16.
Routine VHF communications shall be made on Channel 77 to the Petrojarl radio room,
Petrojarl bridge or Petrojarl deck as appropriate.
Routine aviation communications shall be made on 122.8MHz (traffic) and 129.125MHz
(logistics). Distress communication shall be made on 121.5MHz and VHF Channel 16.


No vessel is permitted to enter the FPSO vessel 500m safety zone without gaining
permission from the Duty Officer on the FPSO vessel bridge.
When any vessel is manoeuvring alongside the FPSO vessel, particular attention must
be paid to the possibility of the vessel weather-vaning due to sudden changes in wind or
current, or loss of power.
If thrusters are running, the turbulence created can cause problems with station-keeping
on either side of the vessel.
All vessels should keep well clear of shuttle tankers when they are mooring or
unmooring at the FPSO vessel.
Manifolds and wellheads extend up to 5m above the seabed, and all seabed flowlines
Uncontrolled
are untrenched.
The consequences of possible contact with subsea structures, flowlines, mooring
lines and risers are very serious. Masters are therefore advised to exercise every
possible precaution when engaged in any subsea activity.
Surface currents often exceed 2 knots, flowing mostly in a north-easterly direction.
However, their strength and direction is unpredictable and Masters should be aware of
the speed and direction of the current before commencing any operation, and be
prepared for sudden changes which might necessitate aborting that activity.
5 Cargo Operations
5.1 General
All cargo operations are directed by the Deck Foreman.
Cargo operations shall be planned and conducted so as to reduce to a minimum the
number of occasions that the supply vessel has to approach and manoeuvre into position
alongside the FPSO vessel during any one cargo run.
in working, the supply vessel is to be stood down and directed to withdraw from the
500m zone to enable the Master and crew to take a rest period.
5.2 Procedures for Working Within 500m Zone

The following procedure is to be followed by all vessels working within the 500m zone
of the FPSO vessel.

5.2.1 Checklist
General
Prior to being granted permission to enter the 500m zone, the supply vessel will contact
the FPSO vessel Deck Foreman. The Master of the vessel and the Deck Foreman will
jointly go through a checklist (refer to Figure 1.2.1 and Section 7) – for mobile drilling
units, the Master will complete the checklist with the person appointed by the
Offshore Installation Manager (OIM) (normally the Control Room Operator).
Pre-entry check to be completed in conjunction with Petrojarl Bridge prior to entry into 500m zone
Master to confirm to Petrojarl Bridge: Yes/No Comments
The Master is fully aware of procedures for vessel entry (10 minute
Uncontrolled
settling period).

and fully operational.
Steering gear: fully function tested (main and emergency).
Joystick: fully function tested.
Two-way VHF communication established with deck/crane and

vessel bridge to crew.
Weather conditions suitable for operations.
Master recorded completion if checklist in log.
Petrojarl Bridge to confirm to vessel: Yes/No Comments
FPSO heading and thruster status.
Which crane to be worked.
Standby vessel informed of operations.
Status of other vessels within 500 metre zone.
UKCSMAL001.130
Figure 1.2.1 Foinaven Pre-entry Checklist
Completion of Checklist
The checklist will be completed and signed by the Deck Foreman confirming that the
vessel has reported in before approach and that the checks have been carried out by the
vessel immediately prior to permission being granted to enter the 500m zone.
Deck Foreman
The Deck Foreman will confirm to the standby vessel that supply vessel working is
about to commence, indicating which side and the estimated duration, and requesting
that the standby vessel be suitably positioned to provide appropriate cover.

Checks Prior to Working

(1) Prior to the supply vessel closing under the FPSO vessel crane, the Master will
assess the ability of his vessel to hold station in the prevailing conditions.
(2) The Deck Foreman will confirm with the Master that he is satisfied with the ability
of his vessel to hold station before the vessel manoeuvres alongside under
the crane.
(3) In the event that the vessel requires more than 60% continuous thrust on any one
thruster to maintain stations, operations will be suspended.
Note: If, while working, the vessel develops any form of mechanical or control
failure, cargo operations will be suspended and the vessel will move clear
of the FPSO vessel. Cargo operations will only resume after the necessary
repairs have been satisfactorily completed.
Uncontrolled
5.3 Vessel Manning

Any vessel required to work alongside the FPSO vessel for a period greater than 6 hours
will be manned so that, in addition to the Master, there is a minimum of one other
person onboard who is duly qualified and competent to manoeuvre the vessel.
Throughout the period that a vessel is alongside the FPSO vessel, the Master or other
suitably competent person will be on the bridge at all times.
Other than in exceptional circumstances, Masters and crews of vessels will not work
for periods of longer than 16 hours, and such working periods must be followed by
8 consecutive hours of rest.
5.4 Cranes
The FPSO vessel is equipped with three deck cranes, two located on the port side and
one on the starboard side (refer to Figure 1.2.2). The radius of coverage of the cranes
overlaps for cargo transfer. There is, however, very limited landing space on the FPSO
vessel, and supply vessels may be required to move from crane to crane. The forward
crane on the port side has a telescopic boom to assist positioning of cargo in the forward
landing area and helideck.

Port Forward
Crane
42m
Turret
Methanol
Manifold
42m
Uncontrolled
Starboard
Crane
Port Aft
Crane
42m
Bunker
Manifold
UKCSMAL001.092
Figure 1.2.2 Foinaven Orientation and Crane Details
Cranes are used as follows:

• Crane No 1 on the port side covers the forward landing area and helideck
• Crane No 2 placed amidships on the starboard side covers the landing area of the
turret, and is mainly used for subsea equipment, chemicals and helifuel tanks
• Crane No 3 on the port side aft covers the aft landing area which is used for propane
tanks, gas racks and other process or engine room equipment
All cranes are rated at a Safe Working Load (SWL) of 30 tonnes. However, the forward
port crane rating is less when the boom extension is in use.
The deck loading capacity of the landing areas is 4.39 tonnes/m3.

5.5 Bulk Transfers

Fuel bunkers are received on the FPSO vessel on either the port or starboard quarters.
The bunkers’ hose is a 4in Bunkerflex-type fitted with Avery Hardoll non-spill
connections.
The FPSO vessel is capable of receiving methanol in bulk shipments and the methanol
hoses are located on the starboard side in the vicinity of the turret.
5.6 Vessel Moorings

There are no attachments for mooring vessels.

Uncontrolled
Prior to any helicopters landing or taking off from the FPSO vessel, the standby vessel
will be notified and will take up a suitable position.
During helicopter operations, all overside crane working ceases until the helicopter has
either cleared the Installation or has shut down.
Supply or support vessels working alongside the FPSO vessel will keep clear of the flight
path of a landing or departing aircraft.
6 Marine Co-ordinator Function

The Atlantic Margins Marine Co-ordinator (Frontier MarCo) is normally based on the
FPSO vessel and is a qualified Master Mariner.
6.1 Terms of Reference

The Marine Co-ordinator is directly responsible to the OIM on the FPSO vessel, and to
the BP Representatives onboard all drilling and production units, for the efficient control
and performance of all supply, anchor handling, construction and standby vessels
entering the Atlantic Margins area.
The responsibilities of the Marine Co-ordinator are to:
(1) Ensure that all offshore marine operations are managed efficiently, and that safe
working practices are being followed.
(2) Keep all BP Representatives and OIMs advised, either directly or through their
nominated contact points, of vessel movements to or from each Installation.
(3) Give marine support and guidance to all offshore Installations and vessels.

(4) Liaise directly with the BP Representatives offshore, nominated Asset

Representatives onshore, and the marine scheduling desk at ASCo in Peterhead,
for briefing or updating on related marine operations.
Note: The relevant Asset Logistics Co-ordinators control the sailing of supply
vessels from the supply base, and any requirement for a vessel must be
authorised by the relevant BP Representative and Logistics Co-ordinator
onshore.
(5) Keep records of all vessel movements and report to the offshore BP
Representatives and Marine Scheduling as required.
(6) Monitor the performance and movement of all standby vessels supporting Atlantic
Frontier locations, and act as the focal point for the co-ordination of any standby
vessel sharing requirement.
Uncontrolled
(7) Monitor and co-ordinate environmental recording equipment including subsea
current meters and wave-rider buoys.
(8) Maintain records of all equipment lost on the seabed and advise survey branch of
these losses immediately he is notified of them.
(9) Ensure that all standby vessels operating in the area maintain records of all vessel
traffic, and that the necessary warnings and information are given to fishing
vessels.
(10) Liaise with BP Survey Department on the deployment of subsea acoustic
transponder beacon frequencies, and maintain records of frequencies deployed.
(11) Maintain contact with, and co-ordinate activities of, construction vessels with
particular reference to Dynamic Positioning (DP) reference systems (Artemis, HPR,
Fan Beam etc).
(12) Co-ordinate VHF frequency control and maintain records of any microwave link
frequencies established.
(13) Provide marine support during emergencies and emergency drills.
(14) Report any marine incident/accident to BP Marine Logistics Department.
(15) Co-ordinate any oil pollution activity and reporting.
(16) Co-ordinate emergency exercises with field standby vessels.

Differential Global Positioning Systems (DGPS) and hydroacoustic position reference are
the most common DP reference systems in use.
The FPSO vessel has Fan Beam laser prism and tubular reflectors which can be suitably
positioned for vessels engaged in close proximity work. Artemis units may be suitably
positioned on the FPSO vessel or drilling rigs as required.

8 Foinaven Active Reservoir Monitoring (FARM)

The FARM system is a network of seismic cables laid out on the seabed to the south-
west of the Foinaven FPSO vessel, and they are used to make repeat seismic
measurements over a period of several years. The cables have been buried in a shallow
trench to prevent them moving, but the depth of burial is such that even a lightweight
object dragged over the top, or dropped onto the cable, could cause damage. It is
therefore essential that no anchoring, fishing, sampling, boat-to-boat transfers,
over-the-side operations or coring take place within the area where the cables
are deployed.
The FARM cables are deployed within the following area:
• South-west corner
Uncontrolled
60° 16.5’ N 04° 25.0’ W

• North-west corner
60° 18.5’ N 04° 25.0’ W
• North-east corner
60° 18.5’ N 04° 16.0’ W
• South-east corner
60° 16.5’ N 04° 16.0’ W
9 Field Support Vessel/Standby Vessel

The field is provided with the dedicated Field Support Vessel (FSV) Grampian Frontier.
She will be relieved on a monthly basis for periods of approximately 2 days, for crew
change and replenishment, by one of several dedicated relief vessels.
The FSV principal function is that of standby vessel, providing facilities for the rescue of
personnel in the event of an emergency, including someone falling overboard.
The dedicated vessel is capable of a number of other duties, principally assisting in the
mooring of shuttle tankers at the FPSO vessel. These additional functions shall not be
allowed to compromise its capability as a standby vessel.
The FSV has the capability to provide cover for both the FPSO vessel and drill centres. It
is fitted with a davit-launched fast rescue craft (daughter craft) with enclosed cabin to
enhance its ability to do this.
The activities of the FSV will be controlled by the FPSO vessel OIM, in consultation with
the BP Marine Co-ordinator and the OIM of any drill rig operating in the field.

10 Shuttle Tanker Operations

10.1 Shuttle Tanker Approach to the Field
The shuttle tanker will end voyage passage six miles from the FPSO vessel. On reaching
this point, the tanker will give notice of readiness to load and, in return, will receive
instructions to either proceed to berth or wait in a safe area, downwind and current of
the field.
Before giving notice of readiness to load, the vessel will have completed the checklist of
equipment status confirming that manoeuvring, mooring and cargo transfer equipment
is working.
Communications between the FPSO vessel and shuttle tanker will be on selected
VHF/UHF channels and will be tested before the tanker makes her close approach.
Uncontrolled
The OIM of the FPSO vessel will pass relevant operational information to the tanker
Master. This will include other vessel activity within the field, and weather and
current details.
Based on the weather experienced, and on the weather forecast and details of current
received, the Tanker Master will decide whether to proceed with berthing at the FPSO
vessel. If the decision is to go ahead, clearance to proceed will then be given by the OIM
of the FPSO vessel.
The OIM or Marine Co-ordinator will then instruct other vessel(s) to keep well clear of
the approaching tanker.
The speed of the tanker, when approaching closer than 5 nautical miles to the FPSO
vessel, shall not exceed 5 knots, and the final approach, when within one mile of the
FPSO vessel, shall be made at a speed sufficient to maintain steering only.
10.2 Tanker Mooring System

The tanker is moored to the FPSO vessel using a nylon mooring hawser, 80m long and
with a 21in diameter, which has a 9m x 83mm chafe chain at the end of it for securing to
the tanker chain stopper. A tapered messenger, consisting of 220m x 80mm spliced to
110m x 40mm spliced to 50m x 24mm polypropylene rope, is attached to one end of the
chain, and a flotation buoy, 3m3 buoyancy, is fitted to the FPSO vessel end.
The cargo transfer is carried out using an offloading hose, 120m long and with a 16in
diameter, which is reel-mounted on the FPSO vessel stern at the port side. The tanker
connection is a 20in Pusnes quick-release coupling. A transfer wire, mounted on a wire
storage reel and with dimensions of 120m x 38mm diameter, is attached to the
offloading hose.

10.3 Mooring Operations

(1) In most cases the transfer of the mooring line to the support tanker will be carried
out by the FSV which, as the tanker approaches, will be called in to prepare the
mooring hawser.
(2) The messenger line will be passed to the FSV from the FPSO vessel by heaving
line. The FSV will then stream the line out astern until the chafing chain is about to
leave the FPSO vessel reel. At this stage the crew of the FPSO vessel will attach
the hose retrieval wire to the outer end of the chafe chain. The FSV will continue to
stream out the mooring hawser and hose retrieval wire until the mooring hawser is
out to its full length.
(3) The FPSO vessel will align itself for the optimum heading for tanker approach and
the OIM will inform the Tanker Master of the heading and relative wind and current
directions and strengths. Adjustments to the heading of the FPSO vessel during
Uncontrolled
the mooring approach will be made, if it is considered necessary, at the request of

the Tanker Master.
(4) The FSV is fitted with a line throwing device and, when the shuttle tanker is within
range, ie less than 300m from the FPSO vessel, the tanker will be notified that the
line is ready to fire. When given permission by the tanker, the line will be fired.
To avoid damage and injury, the line must be fired across the tanker forecastle,
with sufficient trajectory to ensure that it crosses over the bow.
(5) The shuttle tanker then retrieves the messenger until the chafe chain is inboard
when the hose retrieval wire is disconnected from it and secured to a winch.
(6) Once the chafe chain is inboard, and the tanker movement stabilised, it will be
secured onboard the tanker using the hydraulic quick release connector.
The messenger line must then be disconnected from the chafe chain to allow for
quick release.
(7) On non-DP tankers (Petrotroll etc) tension will be maintained in the hawser by
running the main engines astern.
(8) When the tanker is securely moored, the offloading hose is hove up and the quick
release Pusnes coupling made. The complete hose length of 120m will be paid out
by the FPSO vessel and the locking pin on the reel engaged.
(9) During the tanker approach to the FPSO vessel, ie when it is within telemetry
range, telemetry control links, in particular the ’prepare to disconnect’ and ’shuttle
tanker disconnect’ functions, will be checked.
10.4 Cargo Transfer

Cargo operations will commence on confirmation being received on the FPSO vessel
that the pre-loading checklist has been satisfactorily carried out by the Tanker Master.
This checklist details cargo systems, communications and position reference checks.
Shuttle tanker station keeping will be monitored by use of DARPS and Fan Beam laser.

Mooring hawser tensions are monitored and, at certain tension levels, alarms will sound
in the FPSO vessel Navigation Control Centre (NCC). Should the hawser tension reach
200mt three times in any one hour, the cargo pumps will be stopped and preparations
made for disconnection. If the hawser tension reaches 240mt, the cargo pumps will
automatically be stopped. Should hawser tension reach 280mt, the hose and hawser
should be disconnected.
To avoid damage to the hosereel, a breakaway coupling is fitted between hose lengths
2 and 3, counting from the Pusnes coupling. This breakaway coupling has a breaking
load of 75 tonnes and, to avoid surge pressure, it incorporates a slow closing valve
which takes less than 20 seconds to close.
During berthing/unberthing and cargo transfer operations, the FPSO vessel will run its
main propulsion on forward thrust at approximately 25% to 30% pitch to create a current
away from the FPSO vessel, unless there is sufficient wind or current already.
Uncontrolled
Non-DP tankers should operate stern thrust sufficient to maintain a tight hawser and to
reduce fishtailing. Typically this would be 0% to 75% thrust.
In the event that the shuttle tanker has difficulty in maintaining station, the FSV can be
used in the towing mode by attaching a line to the stern of the tanker.
The tanker shall maintain a separation distance of between 60 and 85m during cargo
transfer. Should the distance reduce to less than 65m, the FPSO vessel NCC must be
informed immediately.
The maximum cargo transfer rate will be 5000m3 per hour. Should the tanker require an
adjustment rate, the FPSO vessel NCC must be informed.
10.5 Unmooring Operations

(1) On completion of loading, the Tanker Master will inform the FPSO vessel of his
readiness to leave. The FSV will be in attendance and will be available should the
Tanker Master require assistance in unmooring.
(2) The tanker crew will re-attach the mooring messenger line to the chafe chain
together with the hose retrieval wire. The hose wire will be reconnected to the
Pusnes coupling. The Pusnes coupling will be released and the wire slackened as
the hose is reeled in on the FPSO vessel.
(3) The tanker crew will now release the chain stopper, taking care to slacken the
mooring messenger quickly to avoid any snatch loading on the messenger. The
messenger should not, however, be just released as there is a potential for fouling
the bow thruster of the tanker.
(4) In worsening weather, either the Tanker Master or the FPSO vessel OIM may
initiate an early disconnection prior to completion of cargo transfer but the normal
disconnect procedure will be followed as closely as possible. Depending upon the
weather forecast and the amount of cargo received, the Tanker Master may be
instructed to depart the field partially loaded.

10.6 Emergency Stations

Onboard the FPSO vessel and the dedicated shuttle tankers, a duplicate emergency
shutdown telemetry system is in place. This incorporates the following command
buttons:
• Prepare to disconnect – which, when pressed, immediately stops the cargo and crude
oil pumps and closes the main valve in the offloading line
• Emergency disconnect – which, when pressed, initiates the foregoing actions and,
additionally, disconnects hose and hawser and provides a waterspray on the
tanker bow
Situations in which the emergency disconnection procedures may be initiated are:
• Breaking of FPSO vessel turret mooring line
Uncontrolled
• Breakage or failure of FPSO vessel/tanker hawser or mooring line

• Total power failure on either vessel
• Fire or explosion
• Oil spillage
• Collision between FPSO vessel and tanker
• Impending collision
• Sudden rapid deterioration in weather
• Any situation where it is deemed prudent by either the FPSO vessel OIM or shuttle
tanker Master
The telemetry system linking the FPSO vessel and tanker will alarm and automatically
stop the pumps in the following circumstances:
• If there is high oil pressure (above 12bar)
• If the hawser tension exceeds 240 tonnes
• If the telemetry link fails
• If the inert gas pressure falls below the 10m3 water gauge, or should it rise above the
15m3 water gauge

September 2001 Issue 1 1-2-15/16
Appendix 1A
West of Shetland Field Arrangements
UKCSMAL001_134.ai
Uncontrolled
Part 2 Northern North Sea Field Information West of Shetland Field Arrangements
September 2001 Issue 1 App 1A-1/2
Section 2
East of Shetland (EoS)
Chapter 2.1 Magnus

Chapter 2.2 Thistle
Chapter 2.3 North West Hutton
Uncontrolled

September 2001 Issue 1 2-i/ii

Magnus
Paragraph Page
1 Magnus Field Information 2-1-1

1.1 General Description 2-1-1
1.2 Magnus Description 2-1-1
Uncontrolled

2.2 Marine Communications 2-1-2
4 Recommended Anchorage 2-1-3

5.1 General 2-1-6
5.2 Procedures for Vessels Working
within the Magnus 500m Zone 2-1-6
5.3 Cranes 2-1-9
5.7 Construction/Diving Vessels 2-1-11
5.8 Diving Restrictions Whilst
Handling Tubulars and Scaffolding 2-1-11
6 General Services Supervisor 2-1-11

6.1 Main Marine and Aviation Functions 2-1-11

7.1 Artemis 2-1-12
7.2 Syledis 2-1-12
Part 2 Northern North Sea Field Information Magnus


Magnus (cont’d)
Paragraph Page
8 Role of the Magnus Standby Vessel 2-1-12

8.1 Principal Services 2-1-12
8.2 Ancillary Services 2-1-13
8.3 Control and Co-ordination 2-1-13
8.4 Surveillance 2-1-13
Uncontrolled
9 Role of the On-scene Commander 2-1-13
9.1 Magnus Platform 2-1-13
9.2 Installation Abandonment 2-1-14
9.3 Role of the Standby Vessel 2-1-14
9.4 Catastrophic Incident 2-1-14
9.5 Dyce ERC – Actions 2-1-14
Figure
2.1.1 Magnus Profiles 2-1-4
2.1.2 Magnus Pre-entry Checklist 2-1-7
2.1.3 Magnus Task Risk Assessment 2-1-8
2.1.4 Magnus Orientation Cranes/Risers/Exclusion Zone 2-1-15
Magnus Part 2 Northern North Sea Field Information

1 Magnus Field Information

1.1 General Description
The Magnus field is located almost wholly within the United Kingdom Continental Shelf
(UKCS) Block 211/12A with its northern end projecting a short distance into
Block 211/7A.
These blocks are approximately 275 miles from Peterhead.
The Installation is connected to nine subsea wellheads by flowlines, five of which run in
a south-westerly direction, three in a north-easterly direction and one north-westerly.
There are two export lines from the Installation, both of which run in a south-easterly
direction. There are pneumatically actuated valves, fitted to both export lines, located
below the platform on the south face. The entrenched 24in Main Oil Line (MOL)
Uncontrolled
transfers the oil to Ninian Central Platform and thence to Sullom Voe. The entrenched
20in gas exporting line transfers the gas to Brent Alpha and thence to the mainland at
St Fergus.
The associated trenched flowlines and umbilicals to the wellheads are in a general
north-east/south-west direction.
1.2 Magnus Description

Magnus is a four-legged steel tower structure with piles at the four corner legs fixing it
permanently to the seabed. It measures 210m in height from the theoretical mud line to
the centre of the deck. The height of the deck is 24m above Lowest Astronomical
Tide (LAT).
The base dimensions of the structure measured between leg centres are 85m by 85m.
At the top of the structure the corresponding dimensions are 56m and 62m.
Two of the legs are used as storage tanks (potable water, diesel and base oil).
The platform topside is composed of a series of modules containing hydrocarbons
processing equipment, support utilities and serices, drilling equipment and
accommodation. Each module is composed of a structural steel framework enclosing its
respective component parts, having approximate dimensions of 14m by 16m by 30m.
The total topside operational weight is approximately 32,540 tonnes. There are three
cranes on the platform located, with reference to Platform North, on the north-west
corner, in the centre of the north face and in the centre of the south face.
The helideck is fitted in the south-west corner. It is rated for Boeing 234s (Chinook) and
is at a height of 61.5m above LAT. The platform maintains a helicopter refuelling facility.
There is accommodation for up to 220 persons.

The Magnus heading is 045° (T). The geographical positions of the platform, wells and
subsea valves are as follows:
• Magnus 61° 37’ 12.45” N
01° 18’ 25.96” E
• 211/12A-13 61° 35’ 15.43” N
01° 16’ 44.43” E
• 211/12A-12A 61° 34’ 34.41” N
01° 17’ 12.60” E
• 211/12A-11 61° 35’ 13.23” N
01° 18’ 35.86” E
• 211/12-5 61° 36’ 21.12” N
01° 17’ 41.53” E
Uncontrolled
• 211/12-6 61° 39’ 07.84” N
01° 20’ 31.99” E
• 211/7A-3 61° 40’ 05.63” N
01° 22’ 11.17” E
• 211/12A-10 61° 39’ 34.98” N
01° 21’ 59.74” E
• NLGP subsea valve cover 61° 35’ 58.00” N
01° 20’ 40.00” E
2 Communications
Communications to shore will normally be routed over microwave links to the Thistle
platform and then via tropospheric scatter to Scousburgh (Shetland), Mormond Hill
(Banffshire) and then via a microwave link to Granite Hill, Aberdeen, plus British Telecom
(BT) lines to Dyce and public network. These links will carry telephone, data and
telex channels.
2.2 Marine Communications

Initial communication shall be made to Magnus Control or Magnus deck prior to entering
the 5km controlled area.

Magnus marine and aviation frequencies are as follows:
Marine Deck/Safety Aviation

Routine VHF Channel 13 6/10 122.375MHz
Emergency VHF Channel 16 Private 1 121.5MHz

No vessel is permitted to enter the 500m safety zone around the platform or the 200m
zone around the satellite wells without gaining permission from Magnus Control or
General Services Supervisor (GSS).
Uncontrolled
The oil and gas export risers are located on the east side of the south-west face of
the Installation (refer to Figure 2.1.1). Their locations are marked by a large
warning sign. The risers are located within the jacket but are still at risk to
vessel impact.
WARNING: THE POSSIBLE CONSEQUENCES OF VESSEL CONTACT WITH THESE
RISERS ARE VERY SERIOUS, AND THERE IS A ‘NO GO’ RESTRICTED
ZONE AREA EXTENDING 300M IN CORRIDOR FASHION FROM THE
SOUTH-WEST FACE. ACCESS TO THIS AREA WILL ONLY BE
CONSIDERED IN EXCEPTIONAL CIRCUMSTANCES BY THE MAGNUS
OIM FOLLOWING A HAZID RISK ASSESSMENT AND COLLECTIVE
APPROVAL OF PLATFORM MANAGEMENT AND THE VESSEL
MASTER. MASTERS ARE ADVISED TO MANOEUVRE WITH
EXTREME CAUTION WITHIN THIS RESTRICTED AREA.
There is an area of aerated water off the south-west face of the platform. This aeration is
present at all times but is particularly bad when the water injection pumps are on
recirculation. This can cause problems with station keeping on the south side of
the platform.
The well risers are situated in the centre of the platform and are not exposed to risk in
the event of minor marine collision.
The main oil and gas export lines are not trenched.
The flowlines and umbilicals, though trenched, are not buried.
4 Recommended Anchorage
The dedicated vessel anchorage is bounded by the following co-ordinates:
• 61° 38’ N 01’ 12” E
• 61° 40’ N 01’ 12” E
• 61° 38’ N 01’ 16” E
• 61° 40’ N 01’ 16” E

'C' CRANE
Uncontrolled
EXPORT
RISERS
UKCSMAL001.031
Figure 2.1.1 Magnus Profiles

99m
5m
32.5m
27.5m
24m
Uncontrolled
LAT
210m
MUD LINE
UKCSMAL001.032
Figure 2.1.1 Magnus Profiles (cont’d)

5 Cargo Operations
5.1 General
All vessel movements within the Magnus field are directed by the GSS.
All cargo operations are co-ordinated by the GSS.
Cargo operations shall be planned and conducted to reduce the number of occasions
that the vessel has to approach and manoeuvre into position alongside the platform
during any one cargo run to the platform.
in working, the vessel is to be stood down and directed to withdraw from the 500m
zone to enable the Master and crew to take a rest period.
Uncontrolled
5.2 Procedures for Vessels Working
within the Magnus 500m Zone
5.2.1 Introduction
These procedures are to be followed by all vessels working within the 500m zone of the
Magnus platform.
5.2.2 Pre-entry Checklist

Prior to being granted permission to enter the 500m zone, the vessel will contact the
GSS or Deck Chargehand. The Master of the vessel and the Deck Chargehand will jointly
go through the checklist (refer to Figure 2.1.2).
The checklist will be completed and signed by the Deck Chargehand confirming that the
vessel has reported in before approach, and that the checks have been carried out.
These will be carried out immediately prior to permission to enter the 500m zone being
granted by the Deck Chargehand.
When a vessel has been stood down during cargo operations and has switched off her
thrusters, the checklist procedure will be repeated when the vessel is called back in to
the platform.
Vessel operations on the south-west face will take place only after a risk assessment
has been performed, and the express permission of the Offshore Installation Manager
(OIM) has been given in each individual instance. This risk assessment will take into
account the seastate, weather conditions, vessel capabilities, duration and type of
operation, and viable alternative options and all other relevant factors. It will involve the
Deck Chargehand, Roustabout Foreman (if drilling is involved), GSS and OIM, and will
consider the views of the Vessel Master (refer to Risk Assessment Form in
Figure 2.1.3).
5.2.3 Vessel Entry Procedure

Entry to the 500m zone must be completed in accordance with Part 1 Section 2.

Pre-entry check to be completed in conjunction with Magnus Deck Co-ordinator prior to entry into 500m zone
Master to confirm to Deck Co-ordinator: Vessel new to Master.
Master new to vessel. Yes/No Comments
Master new to Magnus.
Supply vessel pre-entry procedure issued to vessel by ASCO.
Master has read and understood procedures.
Main engines tested – ahead and astern.
Steering gear – fully function tested (main and emergency).
Bow, stern and azimuth thrusters (as applicable) – running and tested, to be fully
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operational.
Joystick (poscon) – fully functional.
Communications – VHF sets and deck speakers tested.
Master is aware of platform procedure for vessel entry (steering an offset course,
speed and manoeuvring);and two men on bridge while inside the 500m zone.
Master to state if vessel has travelled through heavy seas, such that his cargo
has shifted.
Deck Changehand to confirm to vessel: Yes/No Comments
Deck and crane communication systems have been successfully tested.
Safety latches on crane pendants are free.
That oil and gas risers are on the south face and are clearly marked as a
major hazard.
Produced water outfall is on the north face with potential for gas and possible
visibility impairment.
The vessel’s deck crew are not required or expected to climb on top of cargo units to
gain access to units within the stow.
All ships crew are required to wear full protective equipment when on deck.
Smoking is prohibited on the deck of the vessel when within the 500 metre zone.
Magnus has a strict safety regime and encourage the Master to comply with
all requirements
Deck Changehand to confirm to standby vessel (only when authorised Yes/No Comments
by OIM):
That supply vessel working is about to take place on the south face and to be
positioned to provide appropriate cover.
If there are any loads over 11 tonnes and to clarify weight and position of unit etc
on vessel.
Vessel: Date:
Master's Name:
CRT Name:
CRT Signature:
UKCSMAL001.110
Figure 2.1.2 Magnus Pre-entry Checklist

MAGNUS TASK RISK ASSESSMENT
Task Ref No:
Description of Task: Supply vessel operation on the platform south face
Ref Procedures:
Hazard Yes/No Additional safeguards needed, if any
Is the wind direction between 0 and 90°?
Does the overall weather forecast hold good for the

proposed duration of the task?
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Is the prevailing seastate such that the vessel would be
driven away from the platform, if it lost power?
Is the vessel a regular visitor to Magnus?
Has it any history of station holding problems?
Is the Master/Mate known to Magnus Deck/Crane Ops?
Are there any potential communication difficulties

with the crews?
Are any special lifts to be done?
Are any heavy lifts to be done?
Are tubulars to be lifted?
Are any specific emergency provisions or procedures

required?
We have considered the need for engineering change before this task is carried out. We believe, however, that the measures we
have specified above and in the Procedure for supply vessel working with Magnus platform 500m zone are adequate to reduce
the overall risk to an acceptable level without further safeguards, and that the work can proceed.
Signed:
OIM:
GSS:
Deck Chargehand:
Dated:
UKCSMAL001_111.ai
Figure 2.1.3 Magnus Task Risk Assessment

5.2.4 Working Conditions

At Magnus, supply vessels can work on the west, north and south faces. Working on
the south side of the platform will be considered only in exceptional
circumstances, and only after the pre-entry checklist has been completed.
Weatherside working on any side of the platform is not normally permitted.
When circumstances dictate that it is necessary to work on a weather face of the
platform, operations will be conducted in accordance with Part 1 Section 2 and the
UKOOA Guidelines for the Safe Management and Operation of Offshore
Support Vessels.
5.2.5 Vessel Manning

Any vessel required to work alongside the platform for a period greater than 6 hours will
be so manned that in addition to the Vessel Master there is, at a minimum, one other
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person who is duly qualified and competent to manoeuvre the vessel.

Unless particular circumstances dictate otherwise, Masters and crews of vessels will not
work periods longer than 16 hours, a period which must be followed by 8 consecutive
hours of rest.
In the case of standby vessels carrying out cargo operations at Magnus, cargo handling
is restricted to 12 hours in any 24-hour period. A rest period of 6 hours shall follow each
period of 6 hours engaged in such activity.
The Master of the vessel, and any member of his crew who may carry out manoeuvring
duties while the vessel is alongside the platform, will be practised in maintaining station
and manoeuvring the vessel to be pulled off safely.
During periods of fine weather the opportunity shall be taken to practise such skills.
Practising off the south face is prohibited, due to the proximity of the export risers.
5.3 Cranes
The three cranes on the platform are diesel driven and are independent of any electrical
power supply.
One crane is situated on the north-west corner, one in the middle of the south face and
one in the middle of the north face.
Supply vessels are normally worked on the south and west faces.

5.3.1 North Crane, North-west Crane and South Crane

All three cranes are of identical construction. The approximate limitations are as follows:
Falls SWL (tonnes) Radius (m) Lift

Whipline 12.0* 50.2 s
14.4 11.0 to 48.0 d
2-fall 19.0 29.0 s
4-fall 20.0 29.0 s
38.5 15.0 s
58.5 15.0 p
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Note: Sea lifts are denoted as (s) and are for good to moderate weather conditions.
Platform deck lifts are denoted as (d).
* Maximum lift allowed in seas up to 3 metres.

During helicopter operations, all overside crane working ceases until either the helicopter
has cleared the Installation or has shut down.
5.5 Bulk Transfers
Grade Face Connection Approx Pumping

Rate
Diesel N, S, W 4in Avery Hardoll 60tph
Potable water N, S, W 4in Weco 130tph
Cement N, S, W 5in Weco 50tph
Barytes N, S, W 5in Weco 30tph
Base oil/brine N, S, W 4in Avery Hardoll 350bbls/h
Oil-based mud S 4in Avery Hardoll Variable
Base oil backload 4in Avery Hardoll Variable

5.6 Vessel Moorings

There are no padeyes or moorings provided.
5.7 Construction/Diving Vessels

Construction and diving vessels are generally controlled by the following:
(1) Permit to Work, depending on the nature and sensitivity of the work.
(2) OIM Standing Orders Nos 5 and 27 which specifically relate to diving and dynamic
positioning operations.
(3) Asset Information Dossier for Magnus, containing specific information relevant to
diving and construction operations.
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5.8 Diving Restrictions Whilst Handling Tubulars and Scaffolding

Whilst diving operations are taking place alongside the platform, the handling of tubulars
and scaffolding is prohibited.
6 General Services Supervisor

6.1 Main Marine and Aviation Functions
The control and monitoring of all marine and aviation activities in the Magnus field is
carried out by the GSS based on the Magnus platform. The GSS main functions are to:
(1) Control and direct all vessels entering, leaving or working in the field.
(2) Monitor all anchoring procedures within the field.
(3) Co-ordinate vessel programmes and to expedite turnaround times. Where there is
a conflict of priorities, the OIM is to be consulted.
(4) Implement antipollution measures.
(5) Supervise all activities of the standby vessel. To provide a relief vessel should the
necessity arise.
(6) Co-ordinate all diving operations with platform operations and liaise with other
Magnus departments.


7.1 Artemis
There are two Artemis beacons located on the platform.
• On north-east corner:
- Position: UTM 410295.95 E, 6833195.64 N
- Height: 28.6m
• On south-west corner:
- Position: UTM 410176.67 E, 6833185.68 N
- Height: 32.3m
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7.2 Syledis
Magnus carries a slave station for the Northern North Sea Syledis Chain. The system is
capable of accommodating up to four simultaneous range mobiles and an unlimited
number of hyperbolic users. The operational frequency is 432.144MHz.
Details of beacon positioning can be obtained from the radio room.
8 Role of the Magnus Standby Vessel

Reference shall be made to Part 1 Section 9. The vessel’s principal services are
listed below.
8.1 Principal Services

The principal services provided by the standby vessel are to:
• Rescue offshore personnel from the sea in an emergency
• Accommodate all the personnel from the Installation in the event of the Installation’s
total evacuation
• Provide first aid to rescued personnel
• Act as a reserve radio station able to communicate with the Installation, other
Installations in the vicinity, coastal radio stations, and the Duty Officer Coastguard in
an emergency situation
• Rescue persons from the water at or near the Installation
• Provide close cover to rescue persons during the following operations:
- Personnel working overside
- Personnel working near or in the water
• Respond to any emergency during helicopter operations
• Carry out surveillance and recording of marine traffic and alerting vessels approaching
the Magnus field

8.2 Ancillary Services

The ancillary services provided by the standby vessel are to:
• Report any unusual occurrences such as oil slicks from the Installation and infield
flowlines, or any items falling from the Installation
• Carry out antipollution measures as required. Dispersant is not to be used without the
OIM’s approval. Should dispersant be deployed the amount used and the total
remaining onboard is to be reported to the OIM and the GSS
• Carry out transfers between Magnus and any units which may be operating within the
Magnus field
8.3 Control and Co-ordination

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The GSS is responsible for the day-to-day operations of the standby vessel.
8.4 Surveillance
The standby vessel will maintain an efficient surveillance of passing marine traffic to
combat the significant risk to Installation personnel from ship collision. Such surveillance
must be efficiently maintained at all times, including when on close standby (refer to
Part 1 Section 9 Paragraph 7).
In the event that any vessel is detected as having too close an approach to the
Installation, the Master of the standby vessel will immediately inform the OIM of
the Installation.
Note: It is recommended that surveillance is carried out with one radar set on the
24-mile range and one radar set on the 12-mile range. This will assist the standby
vessel to detect potential errant vessels as early as possible, allowing it to take
action to protect the Installation. It will also give sufficient warning to the
Installation OIM who requires at least 20 minutes to take appropriate action.
9 Role of the On-scene Commander

9.1 Magnus Platform
In any emergency incident occurring on Magnus platform which poses a serious threat
to the Asset and/or personnel onboard, and which would result in the Dyce
Emergency Response Centre (ERC) being mobilised, the OIM or his deputy shall
ensure that the following actions are carried out:
(1) Cover all contacts, including the standby vessel, as per Magnus emergency
procedures.
(2) Update the standby vessel Master on a regular basis.

9.2 Installation Abandonment

If the situation reaches a stage where the Magnus OIM has no other recourse but to
abandon the Asset then he, or his deputy, shall carry out the following actions:
(1) Inform the Master of the standby vessel of the decision to abandon and request
that he now takes over as On-scene Commander (OSC). If possible, the OIM
should indicate the method of leaving the platform and if he is going to be
contactable once he has left.
(2) Make all contacts as per Magnus emergency procedures for abandonment.
(3) Cover all actions required for platform abandonment.
9.3 Role of the Standby Vessel
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On being notified of an emergency on Magnus, the standby vessel will:
(1) Close up to the Installation, muster all crew as required and ensure that all vital
equipment is made ready.
(2) Monitor the situation, providing assistance when requested.
On receipt of decision to abandon the Installation:
(1) Take over as OSC and inform Coastguard immediately that he has done so.
(2) Monitor the situation, provide assistance where possible and attempt to contact
the Magnus OIM if applicable.
(3) Relay, if necessary, any distress messages direct to a coast radio station or
Coastguard Maritime Rescue Control Centre (MRCC).
(4) Keep the MRCC fully updated as the incident progresses.
(5) Apply Fi-Fi cooling to the platform where required.
(6) As far as possible maintain a log of events.
(7) Carry out all other OSC functions as necessary until relieved, giving priority to the
saving of life.
9.4 Catastrophic Incident

In the event of a catastrophic incident, when the Magnus OIM is out of contact, the
standby vessel Master will immediately assume the role, relaying the distress message
and establishing a link with the Coastguard.
The Coastguard will alert Dyce ERC.
9.5 Dyce ERC – Actions

On receipt of decision to abandon, or when contacted by the Coastguard, liaise with
Coastguard as to the possible delegation of a better placed resource, eg naval/fishery
protection vessel, Nimrod, to take over as OSC from OIM or standby vessel Master.

September 2001 Issue 1
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Marine Operations Manual

Figure 2.1.4 Magnus Orientation/Cranes/Risers/Exclusion Zone
Platform
North
TRUE 50m Radius
NORTH
50m Radius
Export
Risers
No Go Area
(Extends 300m
in Corridor Fashion)
Supply Vessel Operations
Supply vessels can work on the
west and north faces. Working on
the south side of the platform will 50m
only be considered in exceptional Radius
circumstances.
UKCS-MAL-001
UKCSMAL001.030
2-1-15/16
Magnus

Thistle
Paragraph Page
1 Thistle Field Information 2-2-1

1.1 General 2-2-1
1.2 Thistle Alpha Information 2-2-1
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2.2 Marine Communications 2-2-2
4 Anchoring 2-2-3

5.1 General 2-2-3
5.2 Cranes 2-2-3
Handling Tubulars and Scaffolding 2-2-7
6 Offshore Services Co-ordinator 2-2-8

7.1 Syledis 2-2-8
7.2 Artemis 2-2-9
8 Role of the Thistle Standby Vessel 2-2-9

8.1 General 2-2-9
Part 2 Northern North Sea Field Information Thistle


Thistle (cont’d)
Paragraph Page

9.1 Thistle Platform 2-2-10
9.4 Murchison OIM – Actions 2-2-10
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9.5 Conoco Shore Base – Actions 2-2-11
Figure
2.2.1 Thistle Orientation/Cranes/Risers 2-2-4
2.2.2 Thistle Pre-entry Checklist 2-2-5
Thistle Part 2 Northern North Sea Field Information

1 Thistle Field Information

1.1 General
The Thistle field is located in United Kingdom Continental Shelf (UKCS) Blocks 211/18
and 211/19 approximately 130 miles north-east of the Shetland Isles.
Thistle Alpha is a drilling and production facility which also receives crude via an 8in
pipeline from the Don field located approximately 8 miles to the north.
The Don field consists of a subsea manifold linked to Thistle by four control, injection
and production lines. The Don field co-ordinates are:
• 61° 31’ N
• 01° 36’ E
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Oil is transported ashore by an 8 mile, 16in pipeline to Dunlin Alpha and then via the
Cormorant system to Sullom Voe. Two 16in pipelines exist between the platform and
the Single Anchor Leg Mooring (SALM) base, but the mooring leg has been removed.
Gas is exported by pipeline to join up with the Magnus and Murchison lines and, from
there, into the Northern Leg Gas Pipeline (NLGP) system.
1.2 Thistle Alpha Information

Thistle Alpha is a piled four-legged steel jacket. The platform is a completely
independent unit and includes one drilling rig, production, gas compression and
service facilities.
A vertical flare tower, 436ft above Lowest Astronomical Tide (LAT), is situated on the
eastern corner.
The helideck is positioned over the living quarters at the southern corner, and there is
accommodation for up to 214 persons.
Offshore Installation evacuation facilities provided on Thistle comprise:
• 6 lifeboats 50 to 66-man Watercraft
• 16 liferafts – 25-man RFD
• 4 scramble nets
The water depth is 161.5m LAT.
The Installation orientation is 307.75° True, and the geographical position is:
• Latitude 61° 21’ 46.93” N
• Longitude 01° 34’ 47.14” E

There is no fair weather small craft access platform facility on any of the legs.
However, there are three suitable sites for landing emergency gangways, all at the
production deck (81ft) level as follows:
(1) South-east face beneath the east corner of the helideck, between lifeboats ‘1’
and ’E’.
(2) South-west face at west corner adjacent to number 3 Artemis station.
(3) North-east face midway along the face adjacent to PC1 crane pedestal.
2 Communications
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There is a tropospheric scatter radio link to Scousburgh (Shetland), Mormand Hill
(Banffshire) and then, via a microwave link, to Granite Hill Aberdeen. British Telecom
provides lines to BP Dyce and the public network.
The above tropo link is duplicated on North Cormorant and the two Installations take
turns in hosting the traffic.
There is also an additional backup Inmarsat satellite system.
2.2 Marine Communications

A 24-hour listening watch on VHF Channels 16 and 11 is kept by Thistle Control.
A 24-hour listening watch on 2182KHz is maintained by the standby vessel which will
answer all calls to Thistle Alpha on behalf of the platform.
Thistle working channels and aviation frequencies are as follows:
Marine Cranes Deck Safety Aviation
Routine MF 2182 VHF Channel 14 UHF F1 UHF F4 122.05MHz
VHF Channel 16 UHF F1
VHF Channel 11
Emergency MF 2182 UHF F4 121.50 MHz
VHF Channel 16
The platform muster channel is VHF Channel 49 (P5).


High pressure oil and gas risers are located on the outside of the jacket on both the
north-east and south-west faces.
WARNING: THE CONSEQUENCES OF POSSIBLE VESSEL CONTACT WITH THESE
RISERS ARE VERY SERIOUS, AND MASTERS OF VESSELS
APPROACHING THESE FACES SHALL TAKE EXTREME CARE AND
MAKE EVERY EFFORT TO AVOID PHYSICAL CONTACT WITH THE
RISERS. ACCESS TO THESE AREAS WILL ONLY BE CONSIDERED
FOLLOWING COMPLETION OF THE FIELD PRE-ENTRY CHECKLISTS
(REFER TO FIGURE 2.2.1 RISER AND CRANE LOCATIONS, AND
FIGURE 2.2.2 PRE-ENTRY CHECKLIST).
Thistle Alpha has a SALM tanker loading facility, and there are two 16in pipelines from
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Thistle to the tanker loading template. The SALM buoy is stored onshore.
The geographical position of the gravity base is:
• Latitude 60° 22’ 40” N
• Longitude 01° 36’ 21” E
4 Anchoring
Anchoring is not normally allowed within the development area due to the proximity of
pipelines and underwater obstructions.
5 Cargo Operations
5.1 General
All vessel movements and cargo operations within the Thistle field are directed by the
Offshore Services Co-ordinator (OSC).
5.2 Cranes
Supply vessels are worked on the north-east and south-west faces. Both faces are
served by a pedestal crane, designated PC1 (north-east face) and PC2 (south-west face).
A third crane PC3 is situated in the centre of the platform. The south-west crane is
worked only in exceptional circumstances and then with the Offshore Installation
Manager’s (OIM’s) permission.

2-2-4
Thistle
TRUE
NORTH
UKCS-MAL-001
Platform
North
35m
Radius
Don Oil Gas Riser

Import
Riser
Oil Riser
35m
Radius
Figure 2.2.1 Thistle Orientation/Cranes/Risers

Supply Vessel Operations
Supply vessels are worked on the north-east
and south-west faces.
UKCSMAL001.033
September 2001 Issue 1

Marine Operations Manual
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Pre-entry check to be completed in conjunction with Thistle prior to entry into 500m zone
Master to confirm to Offshore Services Co-ordinator (M): Yes/No Comments
Main engines: tested ahead and astern.
Steering gear fully function tested (main and emergency) running and tested to be
fully operational.
Bow, stern and azimuthing thrusters (as applicable) running and tested to be
fully operational.
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Joystick: (poscon) function tested.

Pumping rate for fuel must not exceed 100 T per hour.
Communications: VHF sets and deck speakers.
That the Master is fully aware of the platform procedures for vessel entry (steering
offset course; speed and manoeuvring) and two men on bridge while inside the
500m zone.
That the Master has visual identification of leg pile guides; gas and oil risers on the SW
or NE faces.
Offshore Services Co-ordinator (M) to confirm that: Yes/No Comments
The standby vessel name and location.
That the oil and gas risers on the NE, SW and W faces are clearly marked as a
major hazard.
Hose floats are available for bulk loading operations.
That supply vessel operations are about to commence and to be positioned to take
appropriate cover.
Deck and crane communication systems have been successfully tested (UHF/VHF) with
the vessel.
Daily helicopter operations.
Crane Operator (Deck) to confirm with vessel: Yes/No Comments
UHF/VHF communications are operational.
Wave height and swell for adjustments to safe load indicator.
Services Operator (Deck) to confirm with vessel: Yes/No Comments
UHF communications are operational.
Safety latches on crane hooks are free.
Vessel: Date:
Master's Name:
CRT Name:
CRT Signature:
UKCSMAL001.112
Figure 2.2.2 Thistle Pre-entry Checklist

Crane Approx SWL Radius

PC1 and PC2 5.0T 50.0m s
20.0T 9.0m s
PC3 5.0T 35.0m d
37.5T 10.0m d
Note: s = sea lift, d = deck lift.

During helicopter operations, all overside crane work normally ceases until either the
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helicopter has cleared the Installation or has shut down. However, where there is a
requirement to operate the cranes they shall comply with the following procedures:
(1) PC2 must be shut down during all helicopter operations.
(2) PC1 can continue to operate during helicopter operations providing the boom does
not literally operate in the direction of the helideck.
(3) PC3 can continue to operate during helicopter operations providing it operates in a
180° sweep towards the north-west face. If this cannot be guaranteed then it must
be shut down.
(4) In bad weather conditions, should any helicopter Captain, in making his final
approach, find crane movements distracting his vision from the target circle, then
he is within his rights to request that the cranes are shut down.
Aircraft are not permitted to land on, or take off from, vessels positioned less than 50m
from the nearest point of the platform.
5.4 Bulk Transfers

Thistle has bulk handling facilities on the north-east and south-west faces.
Grade Connection Approximate Pumping Rate

Potable water 4in Weco 40 to 80tph
Diesel 4in Avery Hardoll 40 to 80tph
Cement 5in Weco 50tph
Barytes/bentonite 5in Weco 60 to 70tph
Base oil/brine 4in Avery Hardoll 500bb/hr
Oil-based mud 4in Avery Hardoll 500bb/hr
Base oil 4in Weco

Prior to commencing operations:

(1) Confirm vessel is capable of working in present weather conditions.
(2) Confirm there is adequate lighting.
(3) Confirm vessel’s tanks are prepared for proposed operation.
(4) Confirm that the crew is briefed on the correct product to be discharged, and the
correct connection.
(5) Establish communications between the vessel and platform.
(6) Agree the product, the quantity, the discharge order and rate.
(7) Confirm the length of hoses available and ensure similar hose lengths are in
the water.
(8) Confirm whose ‘STOP’ it will be.
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Note: The hose must be visible to the person driving the vessel at all times. If this
cannot be achieved, then a crew member with suitable communications
must be posted to observe the hoses.
(9) Ensure that cargo transfer commences slowly and that the rate is increased only
when the lines have been proved.
(10) Confirm regularly with the control room the amount of cargo which has been
transferred.
5.5 Vessel Moorings

There are no stern moorings available for use.

Handling Tubulars and Scaffolding
When working tubulars to or from a supply vessel the following guidelines must
be adhered to:
(1) Diving may only take place on opposite sides of the platform to a limit of -150ft.
This is within the air dive range and either basket or bell may be used as a
transport vehicle. Diving will not be permitted along any of the other faces of
the platform.
(2) Prior to any diving operations taking place, the OIM and the OSC must be satisfied
that all safety conditions have been satisfied.
(3) Prior to every instance of handling tubulars during diving operations the Diving
Superintendent must be consulted.
(4) Saturation diving will not be permitted whilst any overside tubular lifts are
taking place.

When working scaffolding overside and underdeck around the platform the following
guidelines must be followed:
(1) Diving may take place on the opposite side of the platform to a limit of -150ft. This
is within the air dive range and either basket or bell may be used as a
transport vehicle.
(2) If scaffolding operations are taking place around a corner (leg area) section, then
diving may take place behind the other leg on that face provided that the operation
is screened by the leg.
(3) Prior to any diving operations the OIM and the OSC must be satisfied that all
conditions are safe.
(4) Prior to every instance of overside/underdeck scaffolding during diving operations,
the Diving Superintendent must be consulted.
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(5) Saturation diving will not be permitted whilst any overside/underdeck scaffolding is
taking place.
6 Offshore Services Co-ordinator

The main marine and aviation functions of the OSC are to:
(1) Monitor all marine activity in the field, liaise and co-ordinate operations as
necessary to protect offshore personnel and property including diving operations,
pipelines and offshore loading facilities.
(2) Take initial action in the event of a marine emergency and implement (under the
OIM) emergency procedures for the above.
(3) Take overall responsibility for all helideck operations.
(4) Co-ordinate the offloading and backloading of supply vessels; establish priorities,
including crane usage, and expedite vessel turnaround.
(5) Control and direct standby vessels, particularly during helicopter operations or
overside work. Initiate man overboard drills and pollution exercises.
The radio call sign of the OSC is Thistle Log.

7.1 Syledis
Thistle Alpha carries a slave station for the East Shetland Syledis Chain, a medium range
positioning system capable of accommodating up to four simultaneous range/range
mobiles and an unlimited number of hyperbolic users. The system operates on
432.044MHz and can be linked into a variety of computers, data loggers and dynamic
positioning controls.
The beacon is mounted on top of module 18B accommodation.

7.2 Artemis
There are two calibrated Artemis station positions.
• On the east corner of the platform:
- Latitude 61° 21’ 47.74” N
- Longitude 01° 34’ 50.50” E
• On the west corner of the platform:
- Latitude 61° 21’ 46.28” N
- Longitude 01° 34’ 42.53” E
8 Role of the Thistle Standby Vessel

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8.1 General
The Thistle standby vessel is jointly shared with the Murchison platform. For details of
the operation of the vessel, reference is to be made to the Standing Instructions and
Guidelines for the Operation of the Murchison Thistle Standby Vessel (MLS-PRO-311),
which describes the general duties and responsibilities of the vessel.
Reference shall also be made to Part 1 Section 9.

• Report any unusual occurrences, such as oil slicks originating from the Installation and
infield flowlines, or any items falling from the Installation
OIM’s approval. Should dispersant be deployed, the amount used and the total
remaining onboard is to be reported to the OIM and the OSC
• Carry out transfers between Thistle and any units which may be operating in the field


9.1 Thistle Platform
In any emergency incident occurring on Thistle platform which poses a serious threat to
the Asset and/or personnel onboard, and which would result in the Dyce Emergency
Response Centre (ERC) being mobilised, the OIM or his deputy shall ensure that
the following actions are carried out:
(1) Cover all contacts as per Thistle emergency procedures.
(2) Inform Murchison OIM of the incident requesting:
(a) That he be prepared to take over as OSC.
(b) That he put his Medical and Fire Teams on standby.
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(3) Update Murchison OIM as often as practicable.

If the situation reaches a stage where the Thistle OIM has no other recourse but to
abandon the Asset, then he, or his deputy, shall carry out the following actions:
(1) Inform Murchison OIM of the decision to abandon and request that he now takes
over as OSC. If possible, indicate the method of evacuation and whether or not he
is going to be contactable once he has left.
(2) Make all contacts as per Thistle emergency procedures for abandonment.

In the event of a catastrophic incident, when the Thistle OIM is out of contact, the
standby vessel Master will inform Murchison via VHF radio.
9.4 Murchison OIM – Actions

On receipt of incident report (Paragraph 9.1(2)), remain on standby to assist as
necessary, and inform shore base (Conoco – Aberdeen) of the incident.
On receipt of decision to abandon (Paragraph 9.2(1)), or when informed of incident
(Paragraph 9.3):
(1) Inform shore base (Conoco – Aberdeen) immediately.
(2) Take over as OSC and inform Coastguard of the situation immediately.
the Thistle OIM if applicable.
(4) Establish link with standby vessel at Thistle.
(5) Expect a call from BP Dyce ERC.

9.5 Conoco Shore Base – Actions

On receipt of report (Paragraph 9.4 (1)):
(1) Call Dyce ERC, via the hotline, and confirm they are aware of the situation.
(2) Mobilise Conoco ERC, if not already done.
(3) Liaise regularly with Dyce ERC.

On receipt of either decision to abandon (Paragraph 9.2 (1)) and/or message from
Conoco shore base (Paragraph 9.5 (1)):
(1) Establish link with Murchison OIM.
Uncontrolled
(2) Liaise regularly with Conoco ERC via the hotline.

(3) Co-ordinate, with Conoco, the deployment of resources.
(4) Liaise with Coastguard as to the possible delegation of a better placed resource,
eg naval/fishery protection vessel, Nimrod, to take over as OSC from Murchison
OIM.


North West Hutton
Paragraph Page
1 North West Hutton Field Description 2-3-1
2 Platform Overview 2-3-1
3.1 General 2-3-2
Uncontrolled
3.2 Field Marine Frequencies 2-3-2
4 Role of the NW Hutton Standby Vessel 2-3-2

4.1 General 2-3-2
4.2 Principal Services 2-3-3
4.4 Surveillance 2-3-3

5.1 NW Hutton Platform 2-3-4
5.4 Catastrophic Incident 2-3-5
Figure
2.3.1 North West Hutton General View 2-3-6
2.3.2 North West Hutton Orientation/Cranes 2-3-7
2.3.3 North West Hutton Pre-entry Checklist 2-3-7
Part 2 Northern North Sea Field Information North West Hutton

September 2001 Issue 1 2-3-i/ii
1 North West Hutton Field Description

The North West (NW) Hutton platform lies within North Sea Block 211/27A.
The North West Hutton field is of Middle Jurassic age and is located some 300 miles
north-north-east of Aberdeen, and 80 miles east-north-east of the Shetland Islands, in
the Northern North Sea. It was discovered in April 1975 and Annex B approval was
granted in August 1979. The reservoir is 3508m in depth, with a Gas-Oil Ratio (GOR) of
550scf/bbl and a sulphur content of 0.3%. The total recoverable reserves were orginally
estimated to be 185MMbbls oil, 16MMbbls Natural Gas Liquids (NGLs) and
56,392MMscf of gas.
2 Platform Overview
Uncontrolled
North West Hutton is a single steel jacket supported platform of modular construction,
which was designed by McDermott Engineering, London. It was installed in September
1981 and production startup commenced in April 1983.
The purpose of the Installation is to provide facilities to drill wells to the producing
reservoir and extract, separate and process the reservoir fluids, a mixture of oil, gas and
water. After processing, oil is exported, via the Cormorant A platform, through the Brent
system oil pipeline to the onshore terminal at Sullom Voe. Gas is utilised for fuel gas and
gas lift purposes, and produced water is treated prior to being discharged overboard. The
Hutton tension leg platform produces via the North West Hutton platform. Fuel gas is
imported from Ninian.
Development drilling began through a template in October 1979 using a
semisubmersible rig, prior to installation of the platform; drilling from the platform
commenced in June 1983.
The platform comprises a steel jacket framework of cross-braced design, piled into the
seabed. A Module Support Frame (MSF) is positioned directly on top of the jacket and
supports the topsides facilities, which are of modular construction and comprise three
main decks, namely a cellar deck, a production deck and a drilling deck.
Two drilling rigs, two mud modules and an accommodation module are located on the
drilling deck and a flare boom extends from the cellar deck. Drilling operations are no
longer undertaken from the platform but the associated derrick(s) may be used to assist
wireline operations.
The accommodation module provides accommodation and recreation facilities for up to
209 persons, though the number of personnel onboard does not normally exceed 180.
A general view of the platform is shown in Figure 2.3.1.
The platform is designed to be self-supporting with facilities installed for the production
and/or storage of the supplies necessary for life support and the day-to-day running of
systems and equipment. Facilities are provided to enable platform stocks to be
replenished from supply boats, as required.

Safety systems and equipment are installed throughout the platform to provide
protection to personnel and equipment. Sufficient personnel protection facilities are
provided to adequately cover all persons onboard at any time. An extensive
communications system is installed on the platform and provides both internal and
external communication during both normal and emergency situations.
3 Communications
3.1 General
All marine movements within the NW Hutton 500m safety zone are controlled by the
North West Hutton Crane Operator.
Initial communications for all vessels (seismic, diving, survey, supply etc) shall be with
Uncontrolled
the North West Hutton Radio Operator or control room.
3.2 Field Marine Frequencies
Station Call Sign Operating Hours Channel

NW Hutton Radio or When off duty Marine:
Control contact the VHF Channel 16 or
nominated standby 13, 2182MHz
vessel
Note: UHF will be used when the vessel is alongside the platform.
4 Role of the NW Hutton Standby Vessel

4.1 General
The NW Hutton standby vessel is jointly shared with the Hutton TLP platform. For details
of the operation of the vessel, reference is to be made to Kerr-McGee document
MLS-PRO-310, the standby vessel sharing agreement between NW Hutton and the
Hutton TLP, which describes the general duties and responsibilities of the vessel.
Reference shall also be made to Part 1, Section 9 – Standby Vessel Operations.
North West Hutton Part 2 Northern North Sea Field Information

4.2 Principal Services

The principal services provided by the standby vessel are to:
• Rescue offshore personnel from the sea in an emergency
• Accommodate all the personnel from the Installation in the event of the Installation’s
total evacuation
• Provide first aid to rescued personnel
• Act as a reserve radio station able to communicate with the Installation, other
Installations in the vicinity, coastal radio stations, and the Duty Officer Coastguard in
an emergency situation
• Rescue persons from the water at or near the Installation
• Provide close cover to rescue persons during the following operations:
Uncontrolled
- Personnel working overside

- Personnel working near or in the water
• Respond to any emergency during helicopter operations
• Carry out surveillance and recording of marine traffic and alerting vessels approaching
NW Hutton field

• Report any unusual occurrences such as oil slicks from the Installation and infield
flowlines, or any items falling from the Installation
Offshore Installation Manager’s (OIM’s) approval. Should dispersant be deployed the
amount used and the total remaining onboard is to be reported to the OIM
4.4 Surveillance
The standby vessel will maintain an efficient surveillance of passing marine traffic to
combat the significant risk to Installation personnel from ship collision. Such surveillance
must be efficiently maintained at all times, including when on close standby (refer to
Part 1 Section 9 Paragraph 7).
In the event that any vessel is detected as having too close an approach to the
Installation, the Master of the standby vessel will immediately inform the OIM of
the Installation.
Note: It is recommended that surveillance is carried out with one radar set on the
24-mile range and one radar set on the 12-mile range. This will assist the standby
vessel to detect potential errant vessels as early as possible, allowing it to take
action to protect the Installation. It will also give sufficient warning to the
Installation OIM who requires at least 20 minutes to take appropriate action.


5.1 NW Hutton Platform
In any emergency incident occurring on a NW Hutton platform which poses a serious
threat to the Asset and/or personnel onboard, and which would result in the Dyce
Emergency Response Centre (ERC) being mobilised, the OIM or his deputy shall
ensure that the following actions are carried out:
(1) Cover all contacts, including the standby vessel, as per NW Hutton emergency
procedures.
(2) Update the standby vessel Master on a regular basis.
Uncontrolled
If the situation reaches a stage where the NW Hutton OIM has no other recourse but to
abandon the Asset, then he, or his deputy, shall carry out the following actions:
(1) Inform the Master of the standby vessel of the decision to abandon and request
that he now takes over as On-scene Commander (OSC). If possible, the OIM
should indicate the method of leaving the platform and if he is going to be
contactable once he has left.
(2) Make all contacts as per NW Hutton emergency procedures for abandonment.

On being notified of an emergency on NW Hutton, the standby vessel will:
(1) Close up to the Installation, muster all crew as required and ensure that all vital
equipment is made ready.
(2) Monitor the situation, providing assistance when requested.
On receipt of decision to abandon the Installation:
(1) Take over as OSC and inform Coastguard immediately that he has done so.
the NW Hutton OIM if applicable.
(3) Relay, if necessary, any distress messages direct to a coast radio station or
Coastguard Maritime Rescue Control Centre (MRCC).
(4) Keep the MRCC fully updated as the incident progresses.
(5) As far as possible maintain a log of events.
(6) Carry out all other OSC functions as necessary until relieved, giving priority to the
saving of life.

5.4 Catastrophic Incident

In the event of a catastrophic incident, when the NW Hutton OIM is out of contact, the
standby vessel Master will immediately assume the role, relaying the distress message
and establishing a link with the Coastguard.
The Coastguard will alert Dyce ERC.

On receipt of decision to abandon, or when contacted by the Coastguard, liaise with
Coastguard as to the possible delegation of a better placed resource, eg naval/fishery
protection vessel, Nimrod, to take over as OSC from OIM or standby vessel Master.
Uncontrolled

Uncontrolled
Figure 2.3.1 North West Hutton General View

TRUE
NORTH
50m Radius
Platform
Flare
North
Uncontrolled
50m Radius
UKCSMAL001.035
Figure 2.3.2 North West Hutton Orientation/Cranes
Pre-entry check to be completed in conjunction with Hutton prior to entry into 500m zone
Master to confirm to North West Hutton: Yes/No Comments
Steering gear: fully function tested (main and emergency) to be

confirmed to be fully operational.

and confirmed to be fully operational.
Joystick: function tested and confirmed to be fully operational.
Which platform face is to be worked.
Communications: all channels as above tested and functional.
North West Hutton to confirm to vessel that: Yes/No Comments
Deck and crane communications have been tested satisfactorily.
Standby vessel is aware that the vessel is coming on station.
No conflicting work is taking place.
Applicable crane is fully functional including all protective systems.
No discharges will affect operation of the vessel.
UKCSMAL001.113
Figure 2.3.3 North West Hutton Pre-entry Checklist


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Marine Operations Manual UKCS-MAL-001

Section 1 West of Shetland

Part 2 Northern North Sea Field Information

Chapter 1.1 Schiehallion

Part 2 Northern North Sea Field Information

Section 1 Chapter 1.1

1 Schiehallion Field Information 1-1-1

2 Schiehallion FPSO Vessel Information 1-1-3

2.1 FPSO Vessel Main Particulars 1-1-3

4 Particular Marine Hazards 1-1-6

5 Cargo Operations 1-1-6

6 Marine Co-ordinator Function 1-1-9

Part 2 Northern North Sea Field Information Schiehallion

Section 1 Chapter 1.1

7 Position Reference Systems 1-1-10

8 Schiehallion Field Support Vessel 1-1-10

9 Shuttle Tanker Operations 1-1-11

Forties Part 2 Northern North Sea Field Information

1 Schiehallion Field Information

are shown below:

* UTM Zone 30, Central Meridian 3°W, European Daturn 1950

1.2 Schiehallion Subsea Layout and Equipment

Part 2 Northern North Sea Field Information Schiehallion

Centres Position Configuration Pipelines/

Schiehallion Part 2 Northern North Sea Field Information

2 Schiehallion FPSO Vessel Information

2.2 Turret Mooring and Riser System

Part 2 Northern North Sea Field Information Schiehallion

2.3 FPSO Vessel Thrusters and Limitations

Schiehallion Part 2 Northern North Sea Field Information

3.2 FPSO Vessel – Helicopter Communications System

3.3 FPSO Vessel Radar System

3.4 FPSO Vessel Radar Transponder

Part 2 Northern North Sea Field Information Schiehallion

4 Particular Marine Hazards

5.2 Procedures for Working Within 500m Zone

Schiehallion Part 2 Northern North Sea Field Information

5.2.2 Checks Prior to Working Alongside FPSO Vessel

5.3 Vessel Manning

Part 2 Northern North Sea Field Information Schiehallion

5.5 Bulk Transfers

5.6 Vessel Moorings

5.7 Helicopter Operations

Schiehallion Part 2 Northern North Sea Field Information

6 Marine Co-ordinator Function

6.1 Terms of Reference

working practices are being followed.

Part 2 Northern North Sea Field Information Schiehallion

8 Schiehallion Field Support Vessel

Schiehallion Part 2 Northern North Sea Field Information

9 Shuttle Tanker Operations

operation to the FPSO vessel.

Part 2 Northern North Sea Field Information Schiehallion

Main engines: tested ahead and stern.

Thrusters: bow, stern and azimuthing thrusters (as applicable) running

Steering gear: fully function tested (main and emergency).

Joystick: fully function tested.

Two-way VHF communication established with deck/crane and

Weather conditions suitable for operations.

Master recorded completion if checklist in log.

FPSO heading and thruster status.

Which crane to be worked.

Standby vessel informed of operations.

Status of other vessels within 500m zone.