Offshore Cargo Operations – Farstad Shipping Drill Safe/ Marine Safe Forum September 2014

Rob O’Dowd Operations Manager/Fleet Team Leader

This presentation has been developed to provide guidance on standardizing work practices related to offshore cargo operations. Recent cargo safety observations reported by the fleet globally indicate a variety of standards currently in use where handling of deck and bulk liquid cargo is concerned.

Introduction

62 VESSELS IN OPERATION (32 AHTS, 27 PSV, 3 Subsea)

2 NEWBUILDS

(2 Subsea)

2,200 EMPLOYEES IN TOTAL

The safety of personnel, ship, environment and cargo can be compromised during carriage and handling, if risk and subsequent hazards are not adequately controlled.

Introduction

Standard practices from North West European Area Guidelines (NWEA) and Guidelines for Offshore Marine Operations (GOMO) have been referred to support safe cargo carriage and handling. Two areas have been captured for this presentation today; (1) handling of tubular cargo (2) bulk cargo handling

Handling of Tubular Cargo

Various crane lifting arrangements for tubular cargo are used industry wide to enable a stable lift (60° angle) reducing risk of casing sling failure and slippage along the tubular bundle during lift operations.

Tubular Cargo - Introduction

Many offshore installations use double leg stingers as an extension to the casing sling to maintain a suitable angle during tubular cargo lifting operations.

This configuration increases the risk for our Crews on board a ship in a dynamic environment, as due to contracted manning levels only two deck crew are engaged in routine cargo operations.

Tubular cargo - challenges faced by vessel crews

It remains difficult for a person to a control a crane stinger, open the hook assembly and hook casing sling when a ship is moving around in a sea way, this involves using both hands without retaining a means to steady oneself during connection. If one stinger is accidently released the end hook assembly can contact the deck crew as it swings freely. For this reason offshore lifts are generally supported by a single lift point onto a single crane stinger – one persons tends to the crane hook whilst the other person handles casing slings.

Tubular cargo - challenges faced by vessel crews

Tubular cargo - challenges faced by vessel crews

To avoid this handling risk we have proposed various lift arrangements that have in some circumstances been adopted by offshore operators. However there is no consistent approach.

The picture above includes a third person to the deck crew such that control can be maintained throughout tubular cargo operations only – difficult to manage and another person placed at risk on deck.... not ideal.

Tubular cargo - Solutions

1st Preference Single Stinger, Single Sling

2nd Preference Single Stinger, Double Sling

3rd Preference Single Stinger, Single Oblong

Phase out Double Stinger, Double Sling

Tubular cargo – Preference #1

• One person managing a single hook, the other a single sling, in one evolution • Both crew can then maintain a free hand for stability on a moving deck throughout

operations. Some offshore installations use this method of single stinger, single sling operation and have done so for 5 years without incident.

Tubular cargo – Preference #2

• One person managing a single hook, the other both slings either collectively or independently

• Both crew can then maintain a free hand for stability on a moving deck throughout operations.

Some offshore installations already use this method of single stinger operation, however it remains dependent on the correct length of casing sling being used to ensure suitable angle is maintained.

Tubular cargo – Preference #3

• A portable double stinger arrangement of <2m that can be pre hooked to the casing

slings to enable a safe deck crew hook up to a single crane stinger. • A minimum 2 sets required such one on deck of OSV to prepare. A successful trial was carried out in 2010 and some offshore installations use this method of single stinger operation. The additional work and manual handling can be a disadvantage to this preference, however it is safer than the standard set up.

Tubular cargo – Stowage for Safe Connections

With regards to the stowage of tubular under the current regime (double stinger, double sling) and preference #3, the slings are only accessible mid point along the casing and areas for safe connecting need to maintained. This will restrict the load out and deck utilization.

Tubular cargo – Stowage for Safe Connections

The ideal stowage of casing should be across the entire deck width with vertical posts fitted developing block like stowage – this however means the lifting slings need to be of suitable length to be connected at the forward end of tubular load out. This can be achieved with Preference #1 and 2.

• Ultimate solution is for a single point lift on all offshore cargo units including tubular cargo - this then enables a single crane stinger to be used in a dynamic environment.

• As a minimum industry standard, a single crane stinger operation should be strived for to minimize additional risks associated in the vessel deck crew handling twin leg stingers.

• Use of double leg crane stingers should be phased out for routine lifts on operations with restricted resources.

• Vessel operators are 100% reliant on the Client to work with the Rig Operator on an optimal solution. Just because ‘it has always been done this way’ does not mean it is the safest way. Risk exposure across all stakeholders in the supply chain needs to be considered.

Tubular cargo – Conclusion

Bulk Cargo handling

Standardizing hose arrangements across the offshore industry in accordance with GOMO/ NWEA guidelines would enable alignment in vessel compatibility for safer handling. As is often the case an offshore installation arrives into this region with a variety of hose fittings, hose lengths and floatation devices with varying risk transferred on the OSV and vessel operator. The following recommendations apply to any hose which carries product and sets out best practice in accordance with Guidelines for Offshore Marine Operations.

Bulk cargo handling - challenges

Typical hose string should be formed using 1 x hard wall section + 1 x floating hose section + 1 soft wall hose supported by floatation where required to ensure hose remains on surface clear of propellers and thrusters.

Table indicates the standard for hoses prescribed in ‘Guidelines for Offshore Marine Operations’. • Identifies the size of hose • Color coding according to product type • End fitting including thread type and coupling • Min pressure rating. Recently a ship experienced a hose fitting failure due to incompatible fitting threads resulting in high pressure release. High risk potential for injury/ fatality!

Bulk cargo handling – Hoses and Fittings

Bulk cargo – Fittings Incompatibility - Lessons Learned

The understanding, or lack there of, as to the composition of back loaded products from an offshore installation by the Shipper has been a recent topic for discussion. Often bulk liquid cargo carried offshore and used during drilling operations can change in properties, with potential to introduce additional risk to the shipper if the various properties are not well understood and this information provided to support safe handling. Drilling fluids can be subject to;

• High Temperatures • High Pressure • Density changes • Exposure to hydrocarbons • Long-time storage and degradation

Bulk cargo – Back Loaded Liquid Cargo

OSV Captains and their crews are not Chemical or Well Engineers

Bulk cargo – Extract from GOMO

A wet bulk waste may contain a significant number of chemicals for which Material Safety Data Sheets (MSDS) are available offshore. It is not practicable, however, to develop a description of the wet bulk waste from such an array of documents. Although MSDS will be available for formulated mixtures, there may still be uncertainty in describing the properties of the wet bulk waste. As a precaution the following tests should be carried out, prior to backloading, in order to assist confirmation of the potential hazards:

pH Numerical range 0 - 14 Salinity (Chlorides) mg/l Retort Oil content volume %, Water content volume % Solids content volume % Flash point (closed cup oC) Noxious gases: LEL Explosive gases, H2S, Oxygen Bulk density Specific gravity

As described in section 2.0, tests may be carried out offshore on the installation by trained and competent personnel or samples sent onshore for analysis by the Waste Processor or other competent laboratory. The analysis and treatment should be carried out in a timely fashion on representative samples of each wet bulk waste intended for backloading to an OSV. If backloading is delayed for any reason, such as bad weather, it should be noted on the analysis form attached as Annexe 10 - F - 2 to this Appendix and the volume and the pH of the Wet Bulk Waste should be monitored daily. If there is any doubt regarding results repeat the tests and review.

Results of the tests along with the analyst’s signature and date completed should be entered on the Annexe 10 - F - 2 analysis form or similar.

Bulk cargo – Farstad Requirements

• Greater transparency regarding back loaded cargo

• Documentation to satisfy personal safety, environmental protection and Regulatory requirements

• In accordance with the clear guidelines contained in GOMO

• Consistency across all Clients, Rig Operators, Vessel Operators

• Assurance the cargo can be safely carried from a personal, Regulatory and vessel design

Thank you for your attention