Resolution A.863(20)

 

CODE OF SAFE PRACTICE FOR THE CARRIAGE OF CARGOES AND PERSONS BY OFFSHORE SUPPLY VESSELS (OSV CODE)

(Adopted on 27 November 1997)

 

THE ASSEMBLY,

 

RECALLING Article 15(j) of the Convention on the International Maritime Organization concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime safety,

 

RECALLING ALSO resolution A.741(18) on the International Management Code for the Safe Operation of Ships and Pollution Prevention (International Safety Management (ISM) Code),

 

RECALLING FURTHER that the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea (SOLAS), 1974, adopted, on 24 May 1994, a new SOLAS chapter IX (Management for the safe operation of ships), by virtue of which the ISM Code is due to become mandatory for certain classes of ship as from 1 July 1998,

 

BEING AWARE that the specialized operations of offshore supply vessels may expose personnel and cargoes on board to additional hazards,

 

BEARING in mind that a number of serious accidents have occurred on offshore supply vessels, during cargo and person carriage operations,

 

RECOGNIZING that proper practice in the operation and management of offshore supply vessels when interfacing with offshore installations, could avoid such accidents in the future,

 

HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its sixty-sixth session,

 

1. ADOPTS the Code of Safe Practice for the Carriage of Cargoes and Persons by Offshore Supply Vessels (OSV Code) set out in the annex to the present resolution;

 

2. INVITES Governments to apply the OSV Code;

 

3. REQUESTS the Maritime Safety Committee to keep the OSV Code under review and to amend it, as necessary.

 

 

Annex.

CODE OF SAFE PRACTICE FOR THE CARRIAGE OF CARGOES AND PERSONS BY OFFSHORE SUPPLY VESSELS (OSV CODE)

 

 

FOREWORD

 

The purpose of this Code of Safe Practice is to provide, for both operator and contractor, an international standard to avoid or reduce to a minimum the hazards which affect offshore supply vessels in their daily operation of carrying cargoes and persons to, from and between offshore installations. It is not intended to address contractual matters or the financial implications that occur in the operator/contractor relationship.

 

This standard should be considered when implementing a Safety Management System (SMS) within the meaning of 1.4 of the IMO International Safety Management (ISM) Code.

 

1. GENERAL

 

1.1 Definitions

 

1.1.1 Contractor means the organization that has the responsibility for the operation of the ship as laid down in 1.1.2 of the International Safety Management (ISM) Code.

 

1.1.2 Operator* means the party who contracts an offshore supply vessel.

 

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* A mobile offshore unit (MOU) owner/contractor is the operator in cases where he contracts an offshore supply vessel

 

1.1.3 Offshore supply vessel (OSV) means a vessel which is used for the transportation of stores, materials, equipment or personnel to, from and between offshore installations.

 

1.1.4 Offshore installation manager (OIM) means the person responsible for all activities on the offshore installation.

 

1.1.5 Offshore installation means a structure which is, or is to be, or has been used, while standing or stationed in water, or on the foreshore or other land intermittently covered with water (see appendix 1).

 

1.1.6 Logistics coordinator means a person or persons based on shore or offshore, specifically designated by the operator as a focal point and having responsibility for:

 

.1 the proper preparation of cargo for transport offshore;

 

.2 loading/unloading/backloading plans;

 

.3 sailing schedules;

 

.4 contingencies; and

 

.5 other matters, as required by the situation, including dangerous goods.

 

1.1.7 Cargo handler means a member of ship or offshore installation handling the cargo on board the OSV at the offshore installation.

1.2 Information and documentation

1.2.1 OSVs should be supplied with all relevant information to undertake the intended voyage(s). In deciding upon the relevancy of the information provided, a distinction should be made between:

 

.1 vessels chartered for a stated period or for consecutive voyages; and

 

.2 vessels chartered for one voyage or a short period of time.

 

1.2.2 The operator and the contractor should have documents containing procedures and instructions, preferably used to describe and implement the Safety Management System (SMS), that address the relevant items of Table 1 and Table 2 below:

 

 

Table 1

 

 

 

Table 2

 

 

1.2.3 Further to 1.2.2, it is recommended that all interfacing activities, such as those set out in appendix 3, are addressed.

 

1.3 Communication

 

There should be effective communications between all responsible persons involved in all OSV operations. When radio communications are used, dedicated channels should be maintained throughout an operation.

 

1.4 Cargo handling and stability

 

1.4.1 General

 

1.4.1.1 Both during sea-transport and operations at the offshore installation, OSVs with an open stern, under certain conditions (e.g. certain weather and sea conditions, deeply laden), are troubled with incoming water on the exposed cargo deck. This can lead to dangerous situations, especially if cargoes with a tendency to float and/or with low friction coefficients are stowed on the exposed deck of the vessel. It is recommended that these vessels be provided with instructions to counter these dangers.

 

1.4.1.2 The number of cargo handlers should be sufficient for safe and effective cargo operations.

 

1.4.1.3 The crew of OSVs should be adequately trained.

 

1.4.1.4 During deck cargo-handling operations other activities on the cargo deck of the vessel should be avoided.

 

1.4.1.5 "Safe havens" and escape routes for personnel from the cargo deck should be properly marked and kept clear at all times. A crash barrier, fitted along each side of the deck, could be one method of achieving a safe haven.

 

1.4.2 Pre-planning

 

1.4.2.1 A passage plan and sailing schedule should be made and taken into consideration when a loading plan is made. After departure the passage plan may only be changed by the responsible logistics co­ordinator in co-operation with the master. It is essential therefore that liaison, preferably by the logistics coordinator, is established between the OIM and the master prior to unloading or backloading of cargo.

 

1.4.2.2 The master should be advised of expected delays to operations. Excessive stand-by times in close proximity to offshore installations should be avoided.

 

 

1.4.3 Cargo

 

1.4.3.1 The master should ensure co-ordination of all parties involved in the loading or discharging of cargoes or persons before transfer operations begin, to ensure that all those involved recognize their responsibilities and reach agreement on the equipment, communications and safety procedures to be used.

 

1.4.3.2 Before loading, the master should be provided with details on dangerous cargoes, non-standardized cargoes and cargoes which are heavy or difficult to stow, secure, or unload.

 

1.4.3.3 The master should not accept the loading of any cargo which is not safe for cargo handling, not adequately packed, not properly marked or not properly documented. The responsibility for ensuring that cargoes are properly prepared for carriage on board OSVs rests with the operator, shipper and/or owner of the items concerned.

 

1.4.3.4 All cargo operations should be supervised by the officer in charge.

 

1.4.3.5 Operators should ensure that as much cargo as possible is containerized to allow safer stowage and securing on deck. Where different container sizes are used, the need for safe securing should be considered when planning the stowage. For constructional requirements for containers, reference should be made to the Guidelines for the approval of containers handled in open seas (MSC/Circ.613).

 

1.4.4 Stowage and securing of cargo

 

1.4.4.1 The master should ensure that the vessel has a sufficient quantity and types of lashing and securing materials for the safe operation of the vessel. The lashing and securing materials should be:

 

.1 suitable for their intended purpose;

.2 of adequate strength;

.3 easy to use;

.4 well maintained; and

.5 periodically inspected, and a record should be kept of the inspections.

 

1.4.5 Bulk cargo*

 

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* For hazardous and noxious liquid substances in bulk see IMO resolution A.673(16) "Guidelines for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk in offshore support vessels".

 

1.4.5.1 Hoses used for the transfer of bulk substances should be colour-coded at the hose terminations to identify the product for which the hose is to be used. A recommended colour code is shown in appendix 2 to this Code.

 

1.4.5.2 Before bulk cargo transfer operations take place the following should be established:

 

.1 starting and stopping procedures;

.2 quantities and categories of product to be transferred;

.3 permitted pumping rate and pressure; and

.4 emergency stopping procedures.

 

1.4.5.3 During bulk cargo transfer a responsible crew member should be in attendance to monitor, direct and control the transfer operation.

 

1.4.6 Stability

 

Reference should be made to the Guidelines for the design and construction of offshore supply vessels (IMO resolution A.469(XII), as amended).

 

1.4.7 Personal protective equipment

 

1.4.7.1 Each crew member and/or cargo handler should, during cargo operations, be provided with personal protective equipment (PPE) in a high-visibility colour, appropriate to the geographical area of operation and the work to be done. Sufficient spare equipment should be available.

 

1.4.7.2 Crew members and/or cargo handlers working on deck should wear buoyancy aids and relevant PPE to protect head, feet and hands.

 

1.4.7.3 Examples of PPE which may be required are:

 

.1 working lifejackets;

.2 working exposure suits (for operations in extreme areas); and

.3 hard hats, protective boots, safety glasses.

 

 

2. PORT OPERATIONS

 

2.1 Communication

 

2.1.1 Prior to departure of the OSV the logistics co-ordinator should communicate information concerning sailing-schedule, cargo manifest and other relevant items to the operator and the contractor (e.g. OIM and master).

 

2.1.2 Prior to the arrival of an OSV at a port, the master should communicate to the port information regarding the vessel's ETA, cargo requirements and any special circumstances of the OSV.

 

2.2 Cargo

 

2.2.1 The operator should ensure that cargoes within containers are adequately stowed and secured for sea-transport. The master has the authority to carry out random inspections. If inspection of any container reveals inadequate stowing, lashing or securing arrangements, inadequate marking or labelling of dangerous goods, or if he is in doubt as to the safety status of the container, he should refuse this container for sea-transport.

 

2.2.2 Reference should be made to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code (IMO resolution A.714(17)) and the IMO/ILO/UN ECE Guidelines for packing of cargo transport units (CTUs) (MSC/Circ.787).

 

 

3. SEA-TRANSPORT

 

3.1 General

 

3.1.1 Cargoes should be properly stowed and secured during sea-transport. Regular visual checks of the securing arrangements should be carried out.

 

3.1.2 Closed containers should not normally be opened while the vessel is at sea unless an emergency situation (e.g. fire or spillage) occurs. All necessary precautions should be taken to prevent injury to personnel.

 

3.2 Communication

 

During sea-transport the master, OIM and logistics co-ordinator should inform each other about changes in relevant schedules and conditions.

 

4. OPERATIONS AT THE OFFSHORE INSTALLATION

 

4.1 General

 

4.1.1 Prior to commencing cargo operations, the master and the OIM should confirm the loading/ unloading plan.

 

4.1.2 Any circumstance limiting cargo operations between the OSV and offshore installation (e.g. the visibility of the deck from the crane control cab, blinding lighting or overboard discharges from the installation) should be immediately communicated between the master and the OIM.

 

4.1.3 The OIM should ensure that a sling of sufficient length is attached between the crane block and the hook to minimize danger to cargo handlers and vessel imposed by the block. The crane block should be marked in such a way that it is visible under all circumstances of operation.

 

4.2 Mooring requirements

 

4.2.1 Taking into account such factors as those listed below, the master decides whether and how he will moor and confirms this with the OIM:

 

.1 wind, sea and swell;

.2 current;

.3 manoeuvring characteristics of the vessel;

.4 mooring area of the offshore installation and crane specifications;

.5 specifications of the cargo (weight, location, nature); and

.6 effectiveness of anchor(s) in seabed.

 

4.2.2 The decision on when it is unsafe for the vessel to remain moored or in close proximity to the offshore installation can be taken by the master or the OIM.

 

4.2.3 "Snatching" of cargo is allowed when the master considers it safe to do so under the prevailing conditions.

 

4.3 Communication

 

4.3.1 Prior to arrival at the offshore installation the master should obtain permission from the OIM to enter the installation's exclusive zone.

 

4.3.2 During cargo operations and personnel transfer at the offshore installation, effective communication should be maintained between officer in charge, cargo handlers, crane operator and deck foreman of the offshore installation.

 

4.3.3 The master should inform the OIM and logistics coordinator about the vessel's time of departure and ETA at next location.

 

4.4 Information and documentation

 

Cargo information should be available to the receiving parties before cargo operations commence.

 

4.5 Personnel transfer

 

4.5.1 When transfers of personnel are performed, the normal methods are by personnel basket or by boat. The safety of personnel should never be compromised and the highest level of control and communication should be followed throughout these operations.

 

 

4.5.2 No personnel transfer should take place on location unless the consent of the OIM has been obtained and procedures have been