Upstream Marine Standard IBU Chevron

8/9/2019 Upstream Marine Standard IBU Chevron

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Upstream Marine

StandardChevron Upstream & Gas (U&G)

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

© 2015 by Chevron U.S.A. Inc.

Version Date Originator

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


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Public

©2015 by Chevron Corporation

This document contains proprietary information of Chevron Corporation. Any use of this documentwithout express, prior, written permission from Chevron Corporation and/or its affiliates is prohibited


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Upstream Marine Standard – U&G

1 January 2015. Revision 3.1 i

Printed 1 January 2015. Uncontrolled when printed.

Table of Contents

1 Standard ......................................................................................................................... 1

1.1

Purpose and Objectives ....................................................................................... 1

1.2

Compliance with Standards .................................................................................. 1

2

Charter ing of Vessels .................................................................................................... 1

2.1

Introduction........................................................................................................... 1

2.2

Internal User Group Requirements ....................................................................... 1

2.2

Minimum Vessel Bid Requirements ...................................................................... 2

2.3

Mitigation Process for Vessels Below Preferred Specification .............................. 4

2.4

Terminal Support Vessel Operations – Attestation of Fitness ............................... 4

3 Competency ................................................................................................................... 5

3.1

Introduction........................................................................................................... 5

3.2

Key Vessel Personnel .......................................................................................... 5

3.3

Minimum Competency Requirements ................................................................... 5

3.4

Assurance of Competency ................................................................................... 7

3.5

Mitigation Actions If Requirements Are Not Met ................................................... 7

4

Vessel Assurance .......................................................................................................... 9

4.1

Introduction........................................................................................................... 9

4.2

Vessel Inspections................................................................................................ 9

4.3

MODU Marine Inspections ................................................................................. 11

4.4

Upstream Marine Risk Management Process..................................................... 13

4.5

Verification Through Random Inspections .......................................................... 14

4.6 Bulk petroleum - Requirements and jurisdiction. ................................................. 15

4.7

Subsea Installation Vessel Equipment Assurance Requirements (SIVAP) ......... 15

4.8

Strategic & High Impact/Low Probability (HILP) Transportation VerificationStandard ............................................................................................................. 17

5

Safety Culture Development ....................................................................................... 23

5.1

Introduction......................................................................................................... 23

5.2

Pre-contracting Safety Discussions .................................................................... 24

5.3

Safety Orientation ............................................................................................... 24

5.4

Operation Meetings ............................................................................................ 24

5.5 Crew Changes .................................................................................................... 24

5.6

Daily IFO Communication With All Vessels ........................................................ 25

5.7

CHESM/MSW/MSRE Work In Progress Activities integration............................. 25

5.8

Marine Investigation and Reporting (II&R) Reporting for MSRE scope vessels .. 26

5.9

Joint OVMSA Verification & Assessment (JOVA) Protocol ................................. 27

6

Personnel Transfer ...................................................................................................... 30

6.1

Responsibilities and Procedures ........................................................................ 30

6.2

Personnel Transfer by Basket/FROG ................................................................. 31

6.3

Personnel Transfer from Vessel to Vessel at Sea .............................................. 31

6.4

Boat Crew........................................................................................................... 31

6.5

Procedure for Boat Transfer in Specialist Operations ......................................... 31

6.6

Gangway Transfer of Personnel ......................................................................... 31

6.7

Gangway Transfer from Vessel to Shore ............................................................ 32


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1 January 2015. Revision 3.1

Printed 1 January 2015. Uncontrolled when printed. ii

6.8

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

6.9

Transfer by Pilot Ladder ..................................................................................... 33

7 Cargo Handling ............................................................................................................ 33

7.1

Introduction......................................................................................................... 33

7.2

Containers .......................................................................................................... 33

7.3

Pre-Slung Cargo ................................................................................................. 34

7.4

Critical/Heavy Lifts .............................................................................................. 34

7.5

Tag Lines ........................................................................................................... 34

7.6

Cargo Securing .................................................................................................. 35

7.7

Selective Unloading (Cherry Picking) ................................................................. 36

7.8

Back-Loading Liquid Products from Offshore ..................................................... 36

8

Anchor Handl ing .......................................................................................................... 36

8.1

Introduction......................................................................................................... 36

8.2

General Rule for Anchoring ................................................................................ 36

8.3

Emergency Anchoring ........................................................................................ 37

8.4

Anchoring of Mobile Offshore Units .................................................................... 37

8.5

Written Mooring Operation Procedure ................................................................ 37 8.6

Pre-Move Meetings ............................................................................................ 38

8.7

Minimum Anchor and Mooring Line Clearances ................................................. 38

8.8

Vessels Involved in Anchor Handling Operations ............................................... 39

8.9

Special Considerations ....................................................................................... 39

8.10

Sockets .............................................................................................................. 40

9 Hose Management ....................................................................................................... 40

9.1

Introduction......................................................................................................... 40

9.2

Hose Management ............................................................................................. 40

9.3

Flotation Collars ................................................................................................. 41

9.4

Connectors ......................................................................................................... 41

9.5

Breakaway/Weak link Couplings ........................................................................ 41

10

Vessel and Ins tallation Communicat ion .................................................................... 41

10.1

Introduction......................................................................................................... 41

10.2

Vessel – Installation Communication .................................................................. 41

10.3

Vessel – Installation Communication Mitigation .................................................. 42

10.4

Marine Safety Awareness for Installation Personnel ........................................... 42

11 DP (Dynamic Positioning) Standard........................................................................... 42

11.1

Introduction......................................................................................................... 42

11.2

All Upstream DP Vessels Including Drilling, Testing and Well InterventionVessels or Units ................................................................................................. 43

12

MODU Standards ......................................................................................................... 43

12.1

Introduction......................................................................................................... 43

12.2

Application .......................................................................................................... 43

13 Survi val Craft Standards ............................................................................................. 43

13.1

Introduction......................................................................................................... 43

13.2

Application .......................................................................................................... 43

13.3

Standard ............................................................................................................. 43


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1 January 2015. Revision 3.1

Printed 1 January 2015. Uncontrolled when printed. iii

14

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

14.1

Scope ................................................................................................................. 44

14.2

Minimum Vessel Specifications .......................................................................... 44

14.3

Crew Competency Assurance ............................................................................ 45

14.4

Mooring Master / pilot / Tug Master exchange .................................................... 45

14.5

Continual Improvement – Terminal Support Vessel operations .......................... 45

14.6

Operational Requirements .................................................................................. 45

List of Tables

Table 1: Vessel Bid Requirements ............................................................................................ 3

Table 2: Vessel Personnel Competency Requirements ............................................................ 5

Table 3: Summary of Assessment & Verification Activities (SIVAP) ........................................ 16

Table 4: Project Execution Prioritization Matrix – Strategic and HILP Risks (2014) ................. 18

Table 5: Transportation Engagement & Assessment .............................................................. 19

Table 6: Marine Transportation ‘Pre-sail’ Verification Requirements ....................................... 23

Table 7: Minimum JOVA Assessments (Per Annum/per SBU) ................................................ 30


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1 January 2015. Revision 3.1 1


1 Standard

1.1 Purpose and Objectives

This procedure identifies the requirements and activities necessary to deliver safe, reliable

and efficient marine services in Chevron Upstream and Gas (U&G) business units. This

procedure will help business units sustain incident-free, reliable and efficient marineoperations.

1.2 Compliance with Standards

All ‘in scope’ upstream marine operations (MSRE OE Process § 1.2) shall comply withChevron Upstream Marine Standard, including adherence to all applicable Classification,

local, Port and Flag State Laws and Regulations.

MSRE OE Process (valid from 14 Nov 2012) Scope

This process applies to all U&G marine vessels including MODUs (Mobile Offshore

Drilling Units including moored and/or DP drillships or semisubmersibles, submersiblesand tender assist drilling units), DP (dynamically positioned) vessels, seismic vessels,

accommodation vessels or barges, lift boats and all other (non bulk petroleum) upstream

offshore vessels chartered by Chevron, as well as those vessels contracted by an affiliate or

contractor, that provide marine support or marine services within Chevron’s area ofoperations. Major and small capital project vessels are included in scope. Area of

operations is defined as any area where in scope assets are deployed in offshore

exploration, development and production operations or during port and/or marineconstruction activities

Any situation where dispute arises (or determination is required) from the operational

application of the Upstream Marine Standard inside an SBU area of operation shall be

directed in the first instance to the SBU Upstream Marine Authority and if necessary

elevated to the U&G MSRE Advisor (U&G Upstream Marine Authority).

2 Chartering of Vessels

2.1 Introduction

This procedure describes the methods by which Upstream and Gas (U&G) will ensure that

contracted (and/or subcontracted) vessels are fit for purpose.

2.2 Internal User Group Requirements

To ensure that vessels deployed in operations are fit for purpose at all times, Supply Chain

Management and Operations teams must possess a thorough common understanding of the

minimum technical requirements applicable to each individual operation, terminal or

facility (refer definition Section § 14.2). It is vital that the correct level of definition foreach towing operation be established and agreed in advance of operations. For each type

of operation, the internal customer shall define in the terminal SOPs the specific minimumrequirements for any vessel services required. The determination exercise must achieve the

correct level of definition and shall address the following areas:

Time period of need


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Commencement date of hire or operations commencement

Type and area of operation

Cargo capacities

Bulk capacities

Operating water depth

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

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

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

Crew competency and assurance requirements including definition of any DPcertification and competency requirements.

Additional and specific levels of crew competency for specialist operations (e.g.terminal towing support) or other high risk operations

Terminal support factors – including in-port or terminal area specific pilotage planidentifying passage speeds, high-risk sections, abort measures / locations &emergency response measures

Towing: Vessel Type suited to this work (ASD / Conventional / Tractor / VoithSchneider / DP / Bow Or Stern Winch or both/ etc)

Towing: Define type of ‘Assist Services’ to be provided – (Alongside push/pull //working on a towline // Escort // Transverse Arrest // Hold-Back // Hose - Line

Handling / etc. as appropriate)

Towing: Bollard Pull, and testing regime

Terminal support vessel towing Bollard Pull: Shall be established with dueconsideration to expected efficiency of the tug in an offshore environment

Towing: Clearly define towing vessel equipment requirements, winch capabilities,towing pennants, shackles, gobbing equipment or towing pins and suitability, tow

line tension monitoring / heave compensation requirements and procedures, asapplicable. Specific requirements for ASD, conventional propulsion, bow thrustersand/or minimum DP requirements shall be made for all towing / terminal support

vessels

Chain locker capacity, as applicable

Intact and damage stability assessment for the proposed operations

2.2 Minimum Vessel Bid Requirements

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

recommended.


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Table 1: Vessel Bid Requirements

Section Detail

Scope Must be clearly defined to limit vessel operations within the vessel’scapabilities. Areas to consider including are:

Area and Type of Operation

o Water Depth, if required for anchor handling

o Type of, and which specific installations the vessel will support

o Expected duration of contract

o 24 hours/7 days a week operational requirements

o Any special requirements or special cargoes

VesselSpecifications

Vesselspecificationsshall beclearly

defined. Areas toconsiderinclude:

Vessel Type and status of Flag and Main Classification in accordance withany coastal state requirements

It is recommended that maximum age of any vessel considered for service(term, spot chartered or sub-chartered) is 20 years unless accompaniedby a Chevron approved vessel specific integrity assessment which isreviewed at least annually for vessels > 20 years.

Minimum Vessel Deck Dimensions and Capacity

Minimum and Loaded Draft Minimum Propulsion required in brake horse power (BHP)

Bow and Stern thruster requirements, if required

Is DP required? Shall have a Failure Modes and Effects Analysis (FMEA)within last 5 years and valid DP survey.

Fuel Consumption at continuous and maximum outputs

Tank/Bulk Capacities for below deck cargoes – dry and liquid, if required

Cargo transfer pump capabilities, if required

Standard hoses and connections

Ideal transit/ most economical cruising speed

Number of passengers to be carried, if applicable

Is an anchor handing tug (AHT) winch required? Ideal length of tow andwork wire? Line pull winch? Shark jaw or Karm Forks (Ensure no PelicanHooks for anchor handing tug supply vessel (AHTS), Tow pin and Sternroller safe working load (SWL)?

Is Fire Fighting Class-1 Notation (FiFi-1) required?

Standard navigational and life-saving equipment

Bollard Pull, if required

Date of most recent dry docking

Specific equipment or other capabilities

Verification Date of last vessel annual inspection

Date of last company audit

Details of any outstanding action items from inspections or audits

Details of any reportable incidents in past 12 months

Date of upcoming dry dock and inspections

ManningRequirements

Number of crew – any additional crew required?

Experience and qualifications (see U&G – Competency)

Work Schedule


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2.3 Mitigation Process for Vessels Below PreferredSpecification

2.3.1 Customer confi rmation of Vessel Suitability

In the event that a vessel does not meet all the customer’s requirements, the customer must

be notified, and a risk assessment carried out by the offshore installation and verified bythe BU Upstream Marine Authority prior to acceptance.

2.4 Terminal Support Vessel Operations – Attestation of Fitness

Prior to any terminal support operations taking place an assessment shall be conducted to

determine the fitness for duty of BOTH the ‘specific’ vessel proposed AND the ‘specific’

operation being proposed. The assessment shall be conducted by the operational terminal

user group holding operational responsibilities for the marine terminal. A written orelectronic ‘Attestation of Fitness Statement’ shall be created for each vessel in use in each

terminal and / or facility. The Attestation may be made by any means which satisfies these

requirements. The Attestation shall be endorsed by the SBU Upstream Marine Authority.

The Attestation of Fitness Statement (fitness for duty) shall occur in all and each of the

following four (4) circumstances:-

a) At least annually as part of the OVIS risk management process associated with theAnnual OVIQ and SUPO (supplemental) marine inspections. The specific duties to beundertaken and facilities to be deployed at shall be explicitly noted in the attestation.

b) Any newly chartered vessel is to be deployed in any terminal support operation.

c) Any replacement or substitute vessel is to be deployed in any terminal supportoperation.

d) Before any planned change in terminal operational procedures is undertaken - or as

soon as any ‘unplanned operational procedural change’ is recognized as being requiredas a result of Navigation Simulation Exercise output, change in terminal operations /

equipment or export vessel characteristics.

The above requirements apply to any vessel engaged in any support operations (or in any

contingent operations) which shall or may involve any physical towing connection to anexport vessel, production facility or export buoy.

Chevron internal OVIS (Offshore Vessel Information System) shall be used to record all

Attestation of Fitness Statements.

Use of Towing Vessel Approvability Certificates or any classification society schemesshall not obviate the requirements for SBU Attestation of Fitness contained herein.

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

mitigation plan (Upstream Marine Standard § 2.4) is not in place after 1st July 2014, the

operations of the vessel shall be suspended and a replacement vessel with valid Attestation

of Fitness shall be deployed.


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3 Competency

3.1 Introduction

Chevron U&G requires all vessels or units, whether contracted or owned, to be operated by

competent personnel. This procedure describes the methods by which Chevron will assure

the competency of key vessel personnel.

3.2 Key Vessel Personnel

In addition to all certifications/trainings required for all crew by all applicable international

and local regulations, assurance of competency is required for the following key vessel personnel:

Master

Chief Officer

Officer of Watch

Chief Engineer

Certified watch-keeping Engineering Officers

Tow Master

Each SBU shall validate certificates of competency for all key crew members during the periodical inspection process.

Standards and requirements for personnel serving aboard MODUs are governed by Flag,

regional and Port State requirements. Those requirements shall be assured in individualSBUs.

3.3 Minimum Competency RequirementsKey vessel personnel shall meet the following minimum competency and experience

requirements.

Table 2: Vessel Personnel Competency Requirements

Position Competency/Experience

Master Hold an appropriate Flag State certificate (or an endorsement from theFlag State)

Hold a current STCW (Standards of Training for Crew and Watch-keepers) certificate, as required by Flag State requirements

Have demonstrated the ability to communicate in the English language For Dynamic Positioning Class 1,2 or 3, competency requirements

contained in DP Standards within this Process (Chapter 11)

When in command of a vessel engaged in anchor handling operations,have had experience as Master or Chief Officer in same activity within aperiod of 2 years

Served as Master or Chief Officer on a vessel engaged in a similar typeoperation within the last 12 months


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Position Competency/Experience

ChiefOfficer

Hold an appropriate Flag State certificate (or an endorsement from theFlag State)

Hold a current STCW certificate, as required by Flag State requirements

Have demonstrated the ability to communicate in the English language

For Dynamic Positioning Class 1,2 or 3, competency requirements

contained in DP Standards within this Process (Chapter 11) When on a vessel engaged in anchor handling operations, have had

experience in same activity within a period of 2 years

Served as Chief Officer or other officer position on a vessel engaged in asimilar type operation within the last 12 months

Officer ofWatch(OOW)

Hold an appropriate Flag State certificate (or an endorsement from theFlag State)



For Dynamic Positioning Class 1,2 or 3, competency requirementscontained in DP Standards within this Process (Chapter 11)

Served as OOW on a vessel engaged in a similar type operation withinthe last 12 months

ChiefEngineer

Hold an appropriate Flag State certificate (or an endorsement from theFlag State).



For Dynamic Positioning Class 1, 2 or 3, competency requirementscontained in DP Standards within this Process (Chapter 11)

Detailed Knowledge of Failure Modes & Effects Analysis (FMEA)

When carrying out duties on an anchor handling operation have hadexperience as Chief or Second Engineer in same activity within a period of2 years

Served as Chief Engineer or Second Engineer on a vessel engaged in asimilar type operation within the last 12 months

Certifiedwatch-keepingEngineeringOfficer

Hold an appropriate Flag State certificate (or an endorsement from theFlag State).



For Dynamic Positioning Class 1,2 or 3, competency requirementscontained in DP Standards within this Process (Chapter 11)

Served as Engineer on a vessel engaged in a similar type operationwithin the last 12 months

Tow Master Hold a valid Master Class 1 Certificate of Competency



Have had experience as Tow Master in similar type operation within aperiod of a year

Served as Master or Chief Officer in the offshore industry or served as anOffshore Installation Manager (OIM) or Barge Master/Captain/Engineer ona mobile offshore drilling unit (MODU)


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3.4 Assurance of Competency

3.4.1 Marine Crew

Assurance of marine crew competency shall be assured by:

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

2. Verification through other Annual and Random Inspections required by the UpstreamMarine Standard.

3.4.2 Tow Master

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

methods:

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

Review of The STCW certificate, as required by Flag State requirements Documentation of previous Tow Master experience with references, subject to

verification

3. Verification through vessel pre-hire methods, i.e. inspection including verification ofdocumentation.

4. Verification through other Annual and Random Inspections required by the UpstreamMarine Standard.

3.5 Mitigation Act ions If Requirements Are Not Met

3.5.1 Master

For Masters joining a vessel without the competency/experience requirementsdetailed in Table 2, Chevron requires a mentoring plan from the Marine Contractor’s

Crewing Department before the Master will be allowed to take command. Whencomplete, the mentoring plan must be signed off by both Chevron and the Contractor.

When a Chief Officer is put forward for promotion to Master, a written assurance isrequired from the Marine Contractors Crewing Department, made in conjunction

with the Marine Superintendent, that the Chief Officer to be promoted is competent.The assurance should contain a written testimony from a Master under whom the

Chief Officer has served to confirm an ability to manoeuvre the vessel.

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

Masters shall also participate in a Chevron orientation briefing before takingcommand.

3.5.2 Chief Officer

For Chief Officers joining a vessel with no experience in the Offshore Industry andcannot meet the experience criteria detailed in Table 2, Chevron requires a mentoring plan from the Marine Contractor’s Crewing Department before the Chief Officer will


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be allowed to assume the position. When complete the plan must be signed off and anassurance given by the Marine Contractor that all requirements have been met.

If the Chief Officer is new to the type of operations then he shall also participate in aChevron orientation briefing before engaging in that activity.

3.5.3 Officer of Watch (OOW)

For OOW joining a vessel with no experience in the Offshore Industry and cannotmeet the experience criteria detailed in Table 2, Chevron requires a mentoring plan

from the Marine Contractor’s Crewing Department before the OOW will be allowed

to assume the responsibilities. When complete the plan must be signed off and an

assurance given by the Marine Contractor that all requirements have been met.

If the OOW is new to the type of operations then he shall also participate in aChevron orientation briefing before engaging in that activity.

3.5.4 Chief Engineer

For Chief Engineer joining a vessel with no experience in the Offshore Industry and

cannot meet the experience criteria detailed in Table 2, Chevron requires a mentoring plan from the Marine Contractor’s Crewing Department before the Chief Engineerwill be allowed to assume the position.

3.5.5 Tow Master

It is recommended that Tow Master meet all minimum requirements. Mitigation is atthe discretion of the Upstream Marine Authority, SBU Vice President or GeneralManager and marine contractor(s)

3.5.6 Crew

Crew coming to join a vessel with no experience in the Offshore Industry must besingled out by the Marine Contractor’s Crewing Department and the Master advisedaccordingly. In keeping with STCW requirements a mentor must be appointed by the

Master.

Supernumeries and all passengers shall have Chevron approval to sail at least 24hours prior to sailing. No persons of age 16 or under shall proceed to sea on anyChevron chartered vessel. Assurance of these requirements shall be made during

vessel inspections.


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4 Vessel Assurance

4.1 Introduction

In order to ensure vessels are fit for duty and safety standards are maintained, Chevron or

third-party inspections shall be required for all vessels or barges at least annually. This

procedure outlines inspection and verification requirements. Standard Safety ManagementSystem (SMS) audits are addressed through the Contractor HES Management (CHESM) process.

4.2 Vessel Inspections

4.2.1 General

The contract owner/sponsor or designee shall verify that an annual inspection has been

performed using the Offshore Vessel Inspection Questionnaire (OVIQ) conducted by anindependent Oil Companies International Marine Forum (OCIMF) accredited Inspector.

Inland waterway dedicated tonnage or registered fishing vessels engaged in guard duty

operations may be inspected using local SBU Questionnaires that shall meet therequirements contained in this Standard. All OVIQ’s will be available through the OCIMF

Offshore Vessel Inspection Database (OVID). A valid and ‘in-date’ OVIQ shall be a ‘pre-

hire’ requirement. The requirement for all applicable vessels/units to hold an ‘in-date’OVIQ includes the follow requirements:-

a.) Vessel operator to be registered in OVID.

b.) Vessel particulars are complete and up to date operator contact details are provided.

c.) An OVPQ (Offshore Vessel Particulars Questionnaire) is uploaded into OVID.

d.) Vessel operator response to observations from latest OVIQ uploaded into OVID.

Exception: SA/PZ only, may use non-OCIMF accredited in-house inspectors providing

appropriate protocols are used.

4.2.2 Vessel of Opportunity Protocol

This section establishes controls for situations where vessel Operators request Chevron’s

assistance in commissioning OVIQ inspections as part of the requirements to meet theChevron Upstream Marine Standard (§4.2.1). There are operational benefits to Chevron

and contractors in having vessels pre-populated with inspections in OVID. At the very

least, knowledge and assessment of earlier OVIQ inspections can be used to assess vesselsfor future business. Chevron support vessels being registered and inspected within the

OVID system even in advance of vessel hire. This protocol details the procedures to follow

when owners/operators request OVIQ inspections outside of CVX SBUs or on speculative

projects where we do not have organisational capability. Local SBU strategies forcommissioning OVID inspections are not affected. (e.g. local SBU Marine Notice). This

protocol may be used to complement or supplement existing SBU OVID execution

strategies.

In order to facilitate owners/operators requests to participate in the OVID System, Chevronmay assist and ‘commission’ OVIQ reports in advance of vessels being chartered. To

achieve this, owner/operators of offshore vessels may send a formal request to Chevron

Upstream and Gas using the enclosed procedure. Owners/operators are permitted toestablish contact and make arrangements with an OVID accredited inspector and submit an


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‘Inspection Proposal’ to Chevron for consideration. The proposal information must be sentto the Global Upstream Capability team in Houston or an SBU Upstream Marine Authority

for consideration. The receiving Upstream Marine Authority is required to check the

inspector’s experience and record and to monitor the owner/operator/inspector combinationto ensure any potential conflict of interest is eliminated.

ProcedureOperator (Document of Compliance holder) submits the following completed ‘Inspection

Proposal Information’ form and sends to assigned SBU Marine Authority (SBU vessels)

OR the Chevron Upstream (Upstream Capability) for any non-SBU assigned vessels.

Chevron will consider the proposal, including an assessment of the inspector and ifapproved, setup the Inspection in the OVID system based on the information provided by

the owner/operator in the form below.

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

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

Following inspection, upload and validation, inspection report will be available to Chevron

SBU Marine Authorities worldwide. Information is assessed in the internal OVIS risk

management system.

Vessel of Opportunity OVIQ Proposal Form

No VoOp Inspection Proposal Information Proposal Details

1 Vessel Name

2 Vessel IMO or Registered No.3 Year Vessel Built

4 Proposed date & time of inspection

5 Proposed port of inspection.

6 Work scope & spec of vessel (for Chevron to select theinspection Operations elements or variant(s) to use).

7 Name of accredited OVIQ Inspector nominated.

8 Name of OVID registered vessel Operator/Owner.

9 Vessel Operator MUST confirm that the vessel is properlyregistered in OVID including vessel specifications,nominated operator contact details and all are current.

10 Vessel owner/operator MUST confirm that complete, fullyaccurate and warranted OVPQ data has been uploaded intothe OVID database.

11 Registered Operator (in OVID) must upload OVMSA andconfirm that report is released to Chevron in the DistributionPolicy (Y/N) in OVID. OVMSA shall be uploaded andreleased before OVIQ commission is made. It isrecommended that OVMSA is updated at least Annually.


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Chevron Conditions of Nomination

Chevron REQUIRE that all vessel detail fields and OVPQ data is input before any

nomination may be made. Chevron Upstream Marine team (or SBU Upstream MarineAuthority) will communicate with the vessel owner/operator in response to the inspection

proposal where these requirements are not met.

OVMSA must be uploaded and released to Chevron in OVID Distribution Policy. TheOperator (DOC holder) as registered in OVID must be the one that completes the OVMSA.

If the Operator has registered a given vessel under an affiliate name (Ship Operator XXX

Ltd) then that entity requires an OVMSA in the system

Chevron do not wish to be copied on logistics or other communications relating to settingup the agreed date between Inspector and Owner/Operator.

Owner/operators are required to handle all contract arrangements with the OVID accredited

inspector on their account. Owner/operator contracts inspector.

Chevron expect the Inspection to take place on the date/time nominated in the submitted

Form and in all cases within 7 days of the proposed date.

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

Chevron will report any misconduct in the use of OVID/OVIQ direct to OCIMF, London in

order to maintain and preserve the integrity of the system and the reports within.

4.3 MODU Marine Inspections

Operators of MODUs are strongly encouraged to make use of the OVID system (OCIMF,

London). The technical requirements contained in this Standard remain in scope and may

be assured using existing and/or amended marine risk processes such as the drilling unitverification standard.

This section applies to all U&G marine MODUs (Mobile Offshore Drilling Units)

including moored and/or DP drillships or semisubmersibles, jackups, submersibles andtender assist drilling units. This section contains specific requirements for MODUs to hold

a pre-hire and/or annual OVID (OVIQ) or OVID based Inspection (Chevron Form name:

MODU.IQ) from 01 Jan 2014. This section clarifies the execution process that shall be

carried out in order to meet the inspection requirements laid down.

This section forms operating requirements to all MODUs included in ‘scope’. This section

establishes inspection requirements in areas such as marine regulatory compliance, DP

(dynamic positioning), rig moving, anchor handling, hose handling, personnel transfer and

communications. Additional drilling or subsea technical requirements not relating to theUpstream Marine Standard are outside of the scope of this section and shall be assured

using other internal Drilling & Completions (D&C) SBU local or Corporate technical

verification Standards. SBUs may conduct additional suitability or assurance requirementsin accordance with local SOPs.


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The MODU.IQ questions are primarily designed to highlight operational practices and behaviour patterns, effectiveness of controls on board by sampling the effectiveness of the

safety management system at that point in time. The OVIQ is an objective document

reflecting the unit during the inspection; it does not include subjective comments oropinion and does not state acceptability. Findings shall be assessed and managed in SBUs

by the Upstream Marine Authorities in partnership with the SBU drilling management

team.

4.3.1 Pre-hire or Annual MODU Marine Onspect ion requirements

The following requirements for any Marine MODU inspection are made:

A comprehensive MODU marine pre-hire or annual inspection plan shall begenerated by the SBU Upstream Marine Authority (or delegate) prior to the

inspection taking place.

The marine inspection may be conducted by either Chevron in-house specialistmarine inspectors or contracted marine MODU inspectors or a mix of those

resources.

Any MODU Marine Inspector assigned to an inspection shall meet the minimumlevel of qualification, experience and competence. This shall be confirmed by theSBU Marine Authority as part of the pre-inspection plan §1.0(a).

The SBU Marine Authority (or delegate) shall coordinate the inspection.

The MODU.IQ (.XLS) inspection form is approved by U&G (UpstreamCapability) SCM and D&C leadership.

It is recommended that a minimum the inspection shall take place with a 1-2 person team aboard over a 2-3 days and this will vary depending upon MODU type

and complexity. SBUs should consider bunk space limitations and perhaps utilize

CVX HES representatives aboard the units as inspection assistance.

A DP (dynamic positioning) verification exercise (using MTS Standard) shall beincluded in the pre-inspection plan and shall be conducted annually on all DP

drilling vessels or units and part of the inspection.

Marine personnel manning and competency assessment shall take intoconsideration flag and coastal State requirements in place at the time of the

inspection.

SBU Upstream Marine Authorities shall be responsible for making logisticsarrangements in SBUs in consultation and co-operation with the SBU drilling

management team.

Results of the MODU.IQ inspection shall be recorded in the Chevron internalOVIS (Offshore Vessel Information System) database.

4.3.2 Conduct of Annual MODU Marine Inspect ion requirements

SBU Marine Authorities (or delegates) shall be responsible for planning andexecution of the Annual marine Inspections using the requirements and

expectations defined in the section:-

The SBU Marine Authority or delegate shall ensure the interface aboard throughthe Chevron Drill site leadership representatives.

The inspection team shall follow OCIMF inspection practices.


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A briefing to the Chevron reps shall take place to explain the inspection process.

A briefing to the Contractors Reps and/or OIM and Master shall take placeexplaining that this is not an examination.

All team members who attend to be fully equipped with PPE as per CUG and localSBU requirements.

Use the MODU.IQ template and mark up any deficiencies.

If areas that cannot be looked at for whatever reason, simply take note on theinspection form.

All MODU.IQ reports are to be uploaded to the OVIS database. If a given vesselor unit is not registered in OVID, then the OVIS database shall be used to house

and rate the MODU.IQ data.

Outcome of all this will be a global U&G marine Inspection format and procedurewhich we will issue as joint U&G / D&C Marine Note.

Specific requirements of the Marine Standard as they relate to MODUs shall beaddressed as part of the Chevron MODU.IQ exercise. The following requirementsshall be assessed during the inspection process. (personnel transfer, hose

management, DP Standard (WSOG/CAMO limits in place, review of annual trials,FMEA, review of DP incident reports in previous 5 years etc.), SIMOPS processes

including acoustic plan (DP vessels/units), communications methodology and

cargo transfers.

A clear communication strategy for conclusions and reporting to the shore basedBU D&C management shall be developed by the SBU Marine Authority (ordelegate).

The inspection team shall promote the use of Stop Work Authority (SWA) andInjury and Incident Free Operations (IFO) aboard the inspected vessel or unit.

4.4 Upstream Marine Risk Management Process

4.4.1 OVMSA Requirement – All contractors

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

management process utilizing the Chevron internal Offshore Vessel Information System

(OVIS).

From Jan 1, 2014 Operators of all ‘OVID Applicable’ vessels or units as defined in § 4.2(Upstream Marine Standard) are required to complete the online OVMSA (Offshore Vessel

Management and Self Assessment) (OCIMF, Oil Companies International Marine Forum)

in order to align with Chevron Upstream OE expectations and to purposefully drive quality

improvement within their management systems.

4.4.2 Chevron Upstream Key Marine Expectations for all applicableContractors

As part the requirement for Operators to make use of OVMSA, it is important for CU to

provide direction on expectations in seven (7) keys areas. The Seven Keys below arethematic and not inclusive but provide a flavour for the types of commitments Chevron are

seeking in the highest performing and most OE aligned marine Contractors. Overall

Chevron Upstream direction, aims and Expectations are summurized:-


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Chevron Upstream Key Marine Expectations

1. Vessel Operator commits to operating fully in line with the Chevron GlobalUpstream Marine Standard (CU) and strongly supports continuous improvement and

the development of an effective OE culture both in their management and aboard

their vessels. This includes commitment to Stop Work Authority (SWA)2. Vessel Operator commits to fully utilising OVID (OCIMF, London) and ensuring alloperated vessels will be inspected at least annually using the OVID system.

3. Vessel Operator commits to making use of OVMSA (Offshore Vessel Management& Self Assessment) (OCIMF, London) and using the tool to identify and drive

continual improvement and OE culture in their organisation.4. Vessel Operator intends to supply vessels with standards of equipment and

accommodation which will deliver safe and reliable operations. Intent should be to

provide a work environment for crews which shall drive to motivate and build steadyand experienced crews on vessels. We consider this to be a major factor in the drive

for incident free operations. Vessel Operators should maintain a robust competence

assurance program as well as develop crew retention strategies. OVMSA Stagetargets shall be defined to address these expectations.

5. Vessel Operator commit to operating any DP (dynamically positioned) vessels in fullcompliance with the Chevron DP Standard.

6. Vessel Operator commits to providing effective shore based management &technical support tasked with driving incident free operations. Management will

assist CU logistics teams in gaining the maximum possible efficiency from vessels in

service while never compromising the safety of operations..

7. Vessel Operator commits to maximizing use of locally based national crews and

shows willingness to participate in local content initiatives within Chevron Upstream

business units. Operator supports local training drives and participates as an active

member in local maritime communities.

Rationale guidance: The Chevron Upstream Seven Key Marine Expectations are designed toaccomplish 5 key aims:-

Connect Chevron Upstream OE vision (as a major offshore charterer) directly withShip Managers / vessel Operators.

Connect Chevron Upstream OE vision directly with marine crews.

Communicate and display willingness to accept accountability for driving OE culture& OE performance in marine operations in our areas of activity.

Open channels for sincere and like-minded Ship-owners / Opreators to partner withChevron to deliver against the Expectations. Identify ‘willing’ Contractors and helpmove from a ‘combative’ to a ‘collaborative’ and more ‘vested’ relationship with as

many suppliers as possible.

Allow vessel Operators to develop and explain their operating and improvement‘cases’ across seven key risk and reliability areas using a common global approach.

4.5 Verification Through Random Inspections

A random inspection plan and inspection checklist shall be developed for each BusinessUnit by the contract owner/sponsor or designee. The inspections shall be carried out

according to plan by either a Chevron representative or third party.


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4.6 Bulk petroleum - Requirements and jurisdiction.

Chevron Shipping Company LLC. (CSC) holds specific roles and responsibilities for

marine assurance of bulk petroleum (product, crude, gas (LPG or LNG), lubricant,

chemical or any other liquid hydrocarbon) transportation involving tankers, gas carriers or

barges. Responsibility for provision of marine assurance for bulk petroleum transportation

is formally established and clarified herein. With specific reference to any Chevronterminal, installation or facility, the following shall apply:

Any vessel or barge carrying bulk petroleum or chemicals owned by any CVX entity; orwhich will be delivered to or loaded from any CVX entity; or which is chartered by any

CVX entity: or which will be berthing at any CVX, owned, operated or leased facility or

terminal/installation shall first be nominated to, and approved by, Chevron ShippingMarine Assurance Group before it is contracted. Every contract or charter party allowed

under CSC DOA must include an appropriate vetting clause so that if any vetting approval

is rescinded, any vessel may be re-delivered or operations suspended without undue penalty. CSC Marine Assurance has worldwide coverage with offices in London,

Singapore, San Ramon and Houston. Any office can provide assurance reviews but are

conveniently located across time zones to meet SBU needs.

Suggested CSC Marine Assurance Offices

London Singapore Houston/San Ramon

SBUNMA, SASBU, SA/PZ,

CUE, FGP ASBU, IBU, ABU

CBU, LABU, GOM,FEABU

CSC Marine Assurance Direct Contact: CSC Chartering and Clearance, central email:

[email protected]

This section clarifies jurisdiction in cases when any new or existing (non vetted) bulk

petroleum transportation options are considered inside an SBU, either by base business or

projects. This section clarifies Marine Assurance requirements across any operation or project within Chevron Upstream.

4.7 Subsea Installation Vessel Equipment AssuranceRequirements (SIVAP)

In addition to the requirements for marine risk management contained in this Section, any

vessel or barge nominated to undertake installation of rigid, flexible or umbilical productsshall be technically assured through the steps contained herein.

4.7.1 Step 1: During FEED/Pre-qualif ication/Bid stage, prior to contractaward – SME Assessment

Due diligence for the pipelay installation equipment and installation method proposed shall

be achieved via a technical assessment prior to contract award. This requirement is made

in order to establish adequacy and fit for purpose of the vessel pipelay equipment for the

intended application. Each SBU or Project shall assess the nature of the operations and

proposed construction technique during FEED and/or appropriate pre-award phases. TheSBU and/or Project should establish contact using the central email address below as early

as possible in order that SME advice, contractor or vessel feedback can be applied early by

the SME group. Step 1 is advisory in nature and used to introduce lessons learned from previous projects and audits. The definition of assurance requirements shall be determined


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

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

Technical assurance of the service and proposed installation vessel(s) shall take place forall operations. The pipelay equipment assurance shall compliment the mandatory OVID

and Supplemental SBU inspections performed under the Upstream Marine Standard or

other OE Processes. A joint approach involving appropriate SMEs representing subsea andmarine is encouraged. The definition of assurance requirements shall be determined

through existing Chevron Engineering Standards following consultation between the SMEgroup and the project team. Marine requirements are contained in the Upstream Marine

Standard.

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

Activi ty Requirement

A c t i v i t y / O p e

r a t i n g P h a s e

Prior to award Prior to the Contract Award, ETC FE shall be consulted by SBUContract Owner on the assessment of the proposed constructionvessel(s) to ensure adequacy to perform the intended work scopeincluding contingency and scope uncertainties. Potentialknowledge gaps should be identified and submitted to the projectteam for consideration during contract negotiations. This phase isan engineering assessment to ensure that the proposed vessel iscapable of the intended scope. The engineering assessmentreport will be reviewed and approved by the project team. Awareness of applicable Chevron Standards and verification ofexpectations is the key priority during this period. Contact:[email protected]

Post awardand prior tooperations

Post award, if necessary and required by the Project team/ SBUContract Owner, ETC FE may be involved in assuring thevessel(s) pipelay system conditions (maintenance, crewcompetency, level of spare parts, etc.) and readiness to performthe intended installation work scope. Any agreed testing andverification should be developed and witnessed by SMEs inconjunction with the project team, contractor and overall marineassurance team. Alignment with Chevron applicable Standards isthe key priority at this stage. Contact: [email protected]

Existingvessels inserviceengaged inscopeactivities

Existing rigid, flexible or umbilical vessel based installationactivities shall be considered on a case-by-case basis by Contractowners. It is strongly recommended that SBU contract ownerscommunicate with ETC FE using the central email contact:[email protected] in order to define the appropriate levelof assurance for their ongoing operations.

SBU Contract Owners and project teams are encouraged to contact ETC FE (via central

global email) in order to discuss the utilization of local OC and SMEs as much as possible

or where practicable. The local technical organizational capability development of SMEswill ensure consistent application of this assurance process and deliver adherence to

Chevron Standards. Engagement with ETC FE throughout the process, including the

delivery of results and capture of data and intelligence will add value to the central

repository. This data can in turn be shared across SBUs and Projects in a timely and


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consistent manner. The assigned SBU Upstream Marine Authority and SBU and/or Projectsubsea teams shall co-operate with the communication and execution of these requirements

and join to drive simplification and integration.

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

This section serves to clarify the requirements whenever installation services are required

inside an SBU area of operation, either in Small (SCP) or Major Capital Projects (MCP) or

base business lead projects.

4.8 Strategic & High Impact/Low Probabil ity (HILP)Transportation Verification Standard

4.8.1 Scope & Application

This section applies to any vessel or barge nominated to undertake any wet or dry

transportation of any cargo, structure or load/s and identified by the project or SBU (using

the Project Risk Execution Matrix) and assessed as “Strategic” or “HILP” (High Impact,Low Probability) Risks which are intended to deliver structures or cargo from outside of

the SBU area of operation to a location inside an SBU area of operation. In addition, allsuch transportation activities taking place wholly within the SBU area of operation shall

conform to this Standard.

In addition to the risk management requirements contained in this Standard, any applicable

transportation activity shall require detailed independent technical verification as detailedin this section. Strategic and HILP risks are those activities defined in the Prioritization

Matrix (Table 1).

This Verification and Assurance Standard contained in this section (§ 4.8) enter into force

from 1st Jan 2015. For existing major capital projects, with transportation vessel selection

signed before 1st Jan 2015, implementation of Step 2 of this Standard is strongly advised

however shall be at the discretion of the individual project leadership team. Existing

approved Upstream Marine Standard as amended applies to all in-scope assets within an

SBU Area of Operation.

NOJV Activities are not in scope of the MSRE Process or this Standard however, any

advice or advisory services provided to NOJV for projects in SBU shall be made on the

basis of this Standard.

This Standard details formal requirements whenever strategic or HILP risk transportation

services are planned, either in Small (SCP) or Major Capital Projects (MCP) or in base business operations. Aged contracts shall be handled on a case by case basis. For existing

projects post contracting implementation will be at the discretion of project leadershipteam.


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Project Execution Prior itization Matrix – Strategic and HILP Risks (2014)

Table 4: Project Execut ion Prio ritization Matrix – Strategic and HILP Risks (2014)


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4.8.2 Step 1 – Early Engagement

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

Due diligence for the transportation plan and transportation method proposed shall be

achieved via a technical assessment prior to contract award. Early engagement with JVT

SMEs should take place in order to establish fit for purpose and combined adequacy of thevessel and cargo for the intended transportation. As required by Project Planning

requirements, each SBU or Project shall assess the nature of the planned operation and

proposed transportation methodology during FEED and/or appropriate pre-award phases.The SBU and/or Project should establish contact using the central email address (below) as

early as possible in order that SME assurance advice and lessons learned can be considered

early by the SME group. Step 1 is used to introduce lessons learned from previous projectsand create common understanding of applicable verification Standards. Requirements are

determined in applicable Chevron Engineering Standards (CES) as well as MSRE, MSW &

SBU OE Process requirements. The Standard of verification and assurance should be

established in each case as part of the consultation between the Joint verification team andthe Project in this step. The JVT should be involved in the development of a project

specific support plan to address the Step 1 activities and Step 2 assurance verification

requirements.

Acti vit y Recommendation

Prior to contractaward scope detail Prior to the Contract Award, it is a recommendation that the Transportation

Joint Verification Team JVT ([email protected]) should be consulted bythe SBU or project contract owner. A Transportation Assessment of theproposed transportation plan/vessel(s) to ensure adequacy to perform theintended work scope should take place and be shared to build commonunderstanding across the project and provide improved decision quality andtechnical validation. The Assessment should be made by the SBU/ Projectand potential knowledge gaps should be identified and submitted to the project

team for consideration during planning or contract negotiations. This phase is atechnical assessment which should form part of normal Project assurancepractice. The Transportation Assessment should be reviewed by the jointverification team. Awareness of applicable Chevron Standards and verificationof expectations is the key priority during this phase. Details of the specificverification requirements introduced in Step 2 shall be considered during theengagement activities in the Step 1 phase of planning.

This Step recommends that an appropriate level of subject matter expertiseand experience deployed in early planning in order to provide guidance andendorse critical project decisions relating to transportation activities. Theproject planning, direction and execution responsibility remains with theproject. Step 1 is designed to provide focus into effective use of the Project

Assurance Guide.

Central Contact [email protected]

Table 5: Transportation Engagement & Assessment


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

Step 2: During project execution / post contract award – Joint Verification requirements

Technical assurance of the service and proposed transportation vessel(s) or barge(s) shalltake place for all operations deemed critical by the project, through the activities defined in

Table 3. The assurance activities shall compliment the mandatory OVID (Offshore Vessel

Inspection Database) (OCIMF, London), Supplemental SBU and technical inspections performed under this Upstream Marine Standard. A joint approach involving appropriate

SMEs representing CSME (ETC), MOCS (CSC) and UC Marine is required. Overall

vessel marine requirements for entry into an SBU area of operation are contained in local

SBU requirements. Verification requirements made in this section are complementary toexisting Upstream and / SBU local marine requirements. An operation specific assurance

table shall be defined in each case and used as an activity tracker during the verification

phase. Table 5 contains assurance requirements and defines the standards of verification.

Acti vit y Marine Requirements & Standards of Ver if ication

Post awardand detailengineering

Phase

Post award, the Joint Verification Team (JVT) is required to be contacted in order for anindependent verification activities are conducted to ensure transport engineeringconsideration are properly included and conducted in the detail engineering phase. An assessment of the design approach to ensure alignment with Chevron Standards.Design parameter (Metocean criteria etc.) and analysis methodology shall be identifiedand agreed and form the basis of the design. Engineering parameter and boundaries limitsshall also be properly documented and shall serve as input to operational limits for thetransportation. An agreed follow on design verification plan will be establish and put in place for continualdetail engineer support and review by CSME (ETC) to verify Elements below ahead ofplanned operation.

Post awardand prior tooperations

Post award, the Joint Verification Team (JVT) is required to be contacted in order thatindependent verification activities are undertaken prior to any loading or transportationoperations taking place. The verification activities and applicable standards are included inthis table. Alignment with existing approved Chevron Standards and robust verification ofrisks and safeguards is the priority at this stage. Positive verification from theTransportation Joint Verification Team (JVT) is required for each element in Table 3.

This table includes broad verification Standards for all transportation modes including bothwet and dry transport. Verification activities shall be conducted in parallel with assignedMWS (Marine Warranty Surveyors) who shall operate under formalized terms andconditions. Details of recommendations made by approved Marine Warranty Surveyorsshall be considered during the Verification process by the JVT.

Element ID& ActionParty

JVT Verification Requirements Verification Standard to meet requirements

1.CSME(ETC) CSME (ETC) sign off on Detail

Transport EngineeringConfirmation from CSME (ETC) that all transportengineering and analysis are conducted inaccordance with the approved design basis.

CSME (ETC) verification to ensure structural(vessel, cargo, sea-fastening, vessel motion,loading and cribbing design) and Naval Architectural design meeting the establishedtransport condition and agreed limitations

2.MOCS(CSC) Vessel FMEA/FMECA review

(applicable to all transportationvessels carrying strategic or HILP

Single worst case failure modes in a) propulsion, b)power generation and c) heading control to bedefined in a suitable analysis and shared with SME


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cargoes as determined by theproject)

group. Standard of verification shall be confirmationthat vessel is fit for purpose. Ref. Standard FMEAManagement Guide IMCA M178 & M 166 –Guidance on Failure Modes and effects analysis(FMEAs). A basic FME(C)A will be appropriate toidentify redundancy in a), b) & c) above.

3.MOCS(CSC) FMEA/FMECA of ballast control

(may form part of Item 2 forvessels). Requirement made for allvessels and barges carryingstrategic or HILP cargoes asdetermined by the project.

Single worst case failure modes in a) mechanical,b) piping and c) ballast control systems to bedefined in a suitable analysis and shared with SMEgroup. Standard of verification shall be confirmationthat vessel is fit for purpose. Ref. Standard FMEAManagement Guide IMCA M178 & M 166 –Guidance on Failure Modes and effects analysis(FMEAs). A basic FME(C)A will be appropriate toidentify redundancy in a), b) & c) above.

4.SBU UMA OVID (Offshore Vessel Inspection

Database) Pre-hire / AnnualInspection & OVIS Review and riskassessment concluded

Requirements as per Upstream Marine Standard

and SBU or technical inspection requirements to beconcluded following Upstream Marine RiskManagement Protocol. OVIS review required forany vessel, tug and/or barge.

5.UC Marine Crew competency requirements Completion of online assessment by registered

Operator (OVID, OCIMF) & Ref: FFS-PU-5116-B

6.SBU UMA OVMSA Operator Assessment

published and released to Chevrononline in OVID database

Completion of online assessment by registeredOperator (OVID, OCIMF)

7.UC Marine Joint Verification & Assessment

(JOVA) Exercise of vessel Operatorfor vessels carrying strategic orHILP risk cargoes as determined bythe project.

Exercise to be held at offices of registered Operator(OVID). Joint exercise designed to assist theOperator. On site JOVA Exercise shall be in placeand/or conducted as early as possible followingvessel selection. Applies to Operators of anyproposed tug or vessel. Ref. Upstream MarineStandard JOVA Protocol. A separate JOVA Assessment may not be required if one is already inplace for the Operator from earlier work withChevron.

8.

MOCS(CSC) Underkeel clearance & squat reviewfor all voyage stages include port,coastal and open water transitstages

Operators Policy review meets minimum standardsof detail for entire voyage including contingencyroutes. (Ref. ICS Bridge Procedures Guide 2007)

9.MTJVT Transit weather and motion

operational limits setting exercisecompleted

Chevron Recommended Practice: Chevronrecommends adoption of Operational Guidance onOperational Activity Planning Ref: IMCA M220 Nov


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2012.

10.MOCS(CSC) Load Plan CES Ref: FFS-PU-5116-B & U&G MSW a)

Appendix L Lifting and Rigging Standard and b) Appendix B PPHA (Planning Phase Hazard Analysis)

11.MOCS(CSC) Discharge Plan CES Ref: FFS-PU-5116-B & U&G MSW a)

Appendix L Lifting and Rigging Standard and b) Appendix B PPHA (Planning Phase Hazard Analysis)

12.UC Marine Routing / Routing Management Plan

& Global geographic vessel trackingPlan

Plan to include definition of Place of shelter foreach transportation leg, medevac plan. Plan toinclude means of global vessel tracking. Processshall meet requirements of Chevron CES (FFS-PU-5116-B). Vessel position and weather condition

updates shall be undertaken at intervals of at least24 Hours. Access to vessel tracking data shall beprovided to Chevron after formal agreement withvessel Operator. This information may becontained within the main transportation manual.

13.UC Marine Event and daily reporting &

communications PlanProcedure in place and positively verified.

Process shall meet requirements of Chevron CES(FFS-PU-5116-B). All reports including failuresshall be reported to Chevron JVT team. Reportinginformation may be contained within the maintransportation manual.

14.SBU UMA Security plan review including

positive verification from all Portstate agencies threat levels areknown and incorporated in plan

Procedure in place and positively verified. BMP4(Best Management Practice) & IMO Anti-PiracyGuidelines is provided in IMO Guidance to ShipOwners and Ship operators on prevention of acts ofpiracy to be Standard basis for any transit. Theinbound SBU Upstream Marine Authority shall co-ordinate a review of the Operators Voyage SecurityPlan with CSC Security which shall be approved bythe inbound SBU Security lead Advisor.

15.

SBU UMA Arrival port Logistics Plan Procedure in place and reviewed by inbound SBUUpstream Marine Authority (arrival SBU area ofoperation). This information may be containedwithin the main transportation manual.

16.MTJVT Marine Transportation related

recommendations made byassigned MWS (Marine Warranty

Any MWS recommendations are reviewed and, ifrequired, closed out prior to load out. Standard:CES Ref: FFS-PU-5116-B


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Surveyors)

17.Other verification activities deemednecessary to ensure compliancewith all Port or Flag State andapplicable Chevron Global or SBU

OE or technical Standards. Asdefined in the overall project /transport support plan.

Details or written confirmation from the JVT Teamthat no additional verification is required.

VerificationDeliverable

Positive and formal confirmation against the full range of required verification activitiestabled above (1-17) shall be endorsed by a management representative of the JointUpstream Team prior to commencement of the proposed transportation operations.

Contact [email protected]

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

Project teams are required to contact the central Joint Verification Team using the central

global email address included in Table 6. Engagement with the team throughout the process, including the delivery of results and capture of data and intelligence will add valueto the central repository. This data can in turn be shared across SBUs and Projects in a

timely and consistent manner during subsequent Step 1 phases through the process and

Upstream Marine Risk Network. The assigned SBU Marine Operations team, localUpstream Marine Authority and SBU and/or Project transportation teams shall actively co-

operate with the communication and execution of these requirements. Central aim is to

join subject matter experts to drive simplification and integration between base business &

projects It is vital that prevailing local maritime customs, regulatory or operationalconditions relating to the project be assessed in close cooperation with the SBU Upstream

Marine Authority & local logistics / BB Ops teams during the planning of any inbound

transport. If in doubt in any phase in relation to the application of this standard, projects

should email the Central Joint mailbox [email protected] for specialist advice.

4.8.4 Supporting Standards

Chevron Engineering Standards mandated by this Standard

FFS-PU-5116-B Transportation of Cargo by Barge or Ship

FFS-DU-5173 Global Performance and Stability Design for Floating Offshore

Platforms

FFS-PU-5247 Model Test Specifications for Floating Systems

FFS-EN-200 Metocean Conditions for Ocean Transports and Installations

Industry guidance documents: Adopted as appropriate on the basis of equivalency toVerification Standard listed above, for each verification Element defined.

5 Safety Culture Development

5.1 Introduction

Chevron believes all incidents are preventable and that incident-free operation (IFO) is

achievable. We embrace the two key principles which we believe are fundamental in

achieving our goal of IFO:


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Do it safely or not at all

There is always time to do it right

An organization with a “safety culture” is one that gives appropriate priority to safety and

realizes that safety has to be managed like other areas of the business.

5.2 Pre-contracting Safety Discussions

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

period greater than six (6) months, the contract owner or delegate shall meet with the

company’s management. This meeting is to both emphasize that safety is a core value anddevelop an understanding of the contractor’s management commitment to safety. Some

areas for the contract owner to consider are:

Senior leadership’s safety beliefs

Vision for reaching IFO

Effective engagement-deployment throughout the company

Company’s passion for safety Ensure senior leaders understand their role in creating and sustaining a Total Safety

Culture

Measurement and continuous improvement strategy

Audit of vessel operator’s safety management system

If the contract owner is not satisfied that the contractor’s management is committed to

safety, then the contract owner can choose not to use the contractor at this time or to jointly

develop a mitigation plan.

5.3 Safety Orientation

In addition to CHESM pre-job orientation requirements, the crew of all vessels, at the

commencement of contract, shall receive a Chevron safety orientation. Any new crew

members during the duration of the term shall also receive a Chevron safety orientation.The safety orientation shall review, at a minimum, Chevron’s incident reporting

requirements, Stop Work Authority, Tenets of Operation, and IFO culture. It is the contract

owner’s responsibility to ensure that crew members receive their initial orientation along

with periodic reinforcement of the safety principles.

5.4 Operation Meetings

Prior to the commencement of high-risk operations, an operations meeting shall be

conducted with a checklist of critical items to be discussed during the meeting. The

checklist shall have, at a minimum, Stop Work Authority, Procedure Review, and RiskAssessment as topics to be covered during the meeting.

5.5 Crew Changes

Crew changes should take place in port at a shore facility if possible. Crew changes should be avoided during high risk marine operations. If crew changes must occur during “high-

risk operations”1, then the Chevron Project Manager and vessel operator shall ensure

mitigation measures are defined and implemented.


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The Marine Contract Owner or Chevron Project Manager shall ensure that all vesseloperators shall have documented crew-change procedures. The crew-change procedures

shall include a handover meeting between the senior officers of the existing and

replacement crews. This handover meeting should address, at a minimum, the following:

Condition of the Vessel

- Any loading or discharging necessary- Any incidents during the last crew shift

- Any mechanical issues

- Any communication problems with installations

- A stability update

- Any dangerous cargoes onboard

- Any personnel transfers required

- Any special instruction ordered from installations and SIMOPS activities

Scheduled Sailing Time

Use of Stop Work Authority

Weather conditions

NOTE: “High risk operations” are defined as those operations where a specific risk assessment

has been conducted and the operations have been defined as High Risk.

5.6 Daily IFO Communication With All Vessels

Daily communication with all chartered vessels to reinforce Chevron’s IFO culture is

recommended. The communication shall begin with a reinforcing statement of the durationof incident free operations (e.g., “Marine transportation department is incident free for 263

days.”). Additional questions are asked based on BBS observations, any recent incidents,

Tenets of Operation, and SBU specific areas of concern. Examples of potential questionsare as follows:

Have you seen any unsafe actions?

Do you have any accidents, incidents or near misses to report?

Did vessel personnel use “Stop Work Authority” today?

Any crew members that need Chevron Orientation?

If hazmat material was loaded in the past 24 hours, did you receive the proper paperwork?

What was discussed during job safety analysis?

Do you have any short service employee aboard?

5.7 CHESM/MSW/MSRE Work In Progress Activi ties integration

5.7.1 Chevron facil itated Marine Contractors HES Meetings

Two (2) Chevron SBU facilitated Marine Contractor meetings per annum shall take place

for each contractor registered within the CHESM System. The contract owner (or delegate)shall set the meeting schedule and agenda. The purpose of the meetings is to share


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contractors’ HES experiences, best practices and review the contractors’ marine safetymetrics. The events shall also be used to assess contractors’ performance against the

Chevron Seven Key Upstream Marine Expectations. The standard CHESM Performance

Review template shall be included within the meeting documentation and results reviewedduring each meeting. The data shall be shared with the CHESM Process Advisor by

appropriate means.

5.7.2 Joint OVMSA Verification & Assessment (JOVA) Activ ities

The CHESM Performance Review template is included in the standard Upstream JOVAProtocol and shall be completed during any JOVA Assessments. Completed JOVA reports

shall be made available to CHESM Advisors through the internal OVIS System (Offshore

Vessel Information System).

5.7.3 Field verif ication using SUPO (OVID Supplement) and otherinspections

A SUPO (OVID Supplemental) Inspection format is used across Upstream. The SUPO

form shall be used to supplement any existing Annual OVIQ Inspection (OCIMF, London)

and shall include local SBU parameters as necessary. The SUPO shall include the standardCHESM/MSW Field Verification template. All SBU Random inspection or otherinspection forms shall also include the CHESM/MSW Field Verification template.

5.7.4 MSW Leadership Engagement Procedure

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

specific requirements applicable to Chevron leaders. U&G leaders reinforce OE culture,

inst

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Upstream Marine Standard IBU Chevron

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