Industry FAQ | Table of contents:
Helicopters, crew transfer vessels (CTVs), service operation vessels (SOVs) with motion-compensated “walk-to-work” (W2W) gangways, and—occasionally—crane/personnel baskets are the main options. Selection hinges on transit distance/time, prevailing/forecast weather (wind, visibility, sea state), installation access (helideck vs. boat landing/TP), task criticality and schedule, and risk tolerance. Helicopters excel for speed and medevac, but require helidecks and strict aviation controls. W2W via SOV delivers high productivity windows once on site; CTVs are agile and lower cost for short hops in benign conditions. Crane transfer is a last resort with additional controls. Decisions should follow a structured risk assessment and relevant industry standards so go/no-go criteria are clear and defensible. Ref
Key aviation governance includes IOGP Report 690 (Offshore Helicopter Recommended Practices) as a contractible industry benchmark, national aviation rules (e.g., EASA/CAA), and installation-side helideck standards such as UK CAA CAP 437. IOGP 690 strengthens operator requirements (aircraft certification, pilot training/simulators, SMS, human performance), while CAP 437 sets design/operational criteria for helidecks worldwide and strongly influences verification and inspection regimes. For offshore wind, sector-specific guidance complements these. Together they define a consistent baseline for contracting, audits, flight ops, helideck management, and continuous improvement, helping align operators, charterers, and asset owners around common expectations for safety and reliability. Ref
Helidecks must meet dimensional/obstacle criteria, structural capacity, lighting/markings (including “H” and touchdown/positioning markings), firefighting/foam systems, wind direction indicators, deck friction, and obstacle-free approach/departure paths. Operationally, roles like Helideck Landing Officer (HLO) and Helideck Assistants (HDA) manage pre-arrival checks, passenger/cargo control, refuelling controls, communications, and emergency readiness. Regular inspection, friction testing, and certification keep the landing area compliant. Many operators also adopt OEUK guidance to clarify responsibilities, competence, and assurance. Adherence to these requirements reduces rotorcraft risks (e.g., FOD, turbulence, approach hazards) and drives consistent helideck performance across fleets and basins. Ref
Passengers typically complete OPITO BOSIET (with EBS/CA-EBS modules), including HUET, sea survival, firefighting, and basic first aid, with periodic refreshers. Helideck teams (HLO/HDA) require defined competence frameworks, role-specific training, recurrent assessments, and documented drills aligned to operator requirements and industry guidance. Duty holders should set competence requirements for emergency roles, maintain records, and verify during audits. Clear competence standards reduce variability in critical tasks like passenger control, fueling, firefighting readiness, and abnormal/emergency response. Ref
Limits are based on method and equipment: helicopters use operator-approved minima for wind, visibility/cloud ceiling, and helideck turbulence; marine transfers use significant wave height, wind speed, current, and vessel/installation motions. Motion-compensated gangways extend operability by keeping tip-offset and angles within safe envelopes, certified under standards like DNV-ST-0358 and often linked to “Walk2Work” class notations. Risk assessments, metocean forecasts, and dynamic monitoring inform go/no-go calls, with contingency plans for weather holds. Offshore wind guidance (e.g., G+) provides a structured approach to define, document, and review transfer limits as part of the work planning process. Ref
Accurate, real-time passenger and cargo manifests are mandatory. Aviation guidance requires a manifest for each flight, with identity checks, weight declarations, dangerous goods control, and reconciliation before departure and after arrival. Offshore facilities maintain a POB register tied to bedspace and evacuation capacity, updated by heliport/logistics teams and helideck crew. Digital POB systems integrated with heliports and vessels reduce errors, support headcounts, and speed roll-calls during emergencies. Robust manifest/POB control underpins emergency response, mustering, and regulatory compliance, and is routinely checked during audits. Reference: IOGP 690 manifest requirements. Ref
Plans combine aviation and maritime capabilities: trained medevac helicopters (and hoist/landing options), clinical governance, stabilization protocols, and clear activation/communication procedures. They align with IOGP emergency response practices and the IMO/ICAO IAMSAR framework for coordinated search and rescue across jurisdictions. Regular drills, defined medical escort requirements, patient packaging, and diversion/alternate landing plans are essential. Recent IAMSAR amendments (effective January 1, 2026) keep procedures current with technology and coordination practices. Integration with local MRCCs and air operators ensures timely response windows and safe handovers at receiving hospitals. Ref
Crane transfer is generally a contingency method when helicopters or W2W/CTV transfers are unavailable or impractical. It carries elevated risk from relative motions, swing, and crush/exposure hazards. Use only after a task-specific risk assessment confirms it as ALARP with proper equipment (certified baskets), competent crane operators/signalers, rehearsed communications, and strict weather/motion limits. Pre-transfer briefings, checklists, personal protective equipment, and a rescue plan are mandatory. Post-transfer reviews capture lessons learned. Documented best practice from recognized bodies helps standardize this operation and avoid normalization of deviance. Ref
Motion-compensated gangways maintain a safe connection between vessel and structure by actively compensating heave, roll, and pitch, widening weather windows and reducing transfer risk versus step-over or ladder methods. Certification to DNV-ST-0358 and vessel “Walk2Work” class notations provide design/operations transparency, helping charterers compare capabilities. W2W improves time-on-task for multi-site campaigns (wind farms, multi-platform maintenance) and reduces exposure to small-boat transfers. However, they still require clear operational envelopes, competent operators, and contingency planning for disconnections and medical or weather escalations. Ref
For SOVs/CTVs performing close-quarters transfers, dynamic positioning (often DP2) and proven station-keeping in defined metocean limits are typical requirements. Procedures must cover approach/stand-off, transfer sequences, communications, and abort criteria. Guidance stresses ensuring enough power margin, redundancy, and crew competence (including DP personnel CPD) to manage contingencies like thruster failures or weather spikes. Inspection frameworks (e.g., CMID/OVID) and charterer audits verify that procedures, equipment, and training meet expectations, reducing drift from best practice. Ref
Offshore flights must comply with performance classes, obstacle clearance, weight & balance, and fuel planning rules. Passenger seating layouts consider emergency egress and brace positions; luggage/cargo is secured and weighed. Operators use rigorous dispatch criteria, minimum equipment lists, and weather/alternate planning. IOGP 690-2/-5 detail aircraft performance expectations, training, IFR capability, and equipment standards for contracted operators, making requirements auditable. Clear passenger briefings and helideck discipline further reduce exposure during boarding/alighting. Ref
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The backbone document is the IMO Code of Safe Practice for the Carriage of Cargoes and Persons by Offshore Supply Vessels (the OSV Code). It sets design and operational expectations for carrying deck cargo, bulk liquids and powders, and persons to and from offshore installations. Operators layer this with flag and coastal state rules, class requirements, and company procedures. The OSV Code aligns responsibilities between charterers, masters, and offshore installations, and underpins how cargo is prepared, stowed, segregated, secured, and transferred. In practice, it’s integrated with other cargo frameworks such as the IMDG Code for packaged dangerous goods, CTU Code for packing, and CSS Code for securing, creating a consistent compliance package for routine and abnormal supply runs. Ref
Packaged dangerous goods must meet SOLAS and the IMDG Code for classification, packaging, marking, labelling, documentation (including dangerous goods manifest), segregation, and emergency response information. UK MCA’s MGN 282 explains how to apply IMDG to OSVs that typically stow only on weather decks and carry goods in cargo transport units (CTUs). It highlights known error traps: incorrect declarations, placarding and segregation, and backload misidentification. Practically, the vessel and base use IMDG checks, CTU Code packing guidance, and robust acceptance procedures before loading. On arrival offshore, the installation must be ready with compatible storage and spill response. This end-to-end control reduces transfer risk and ensures compliance during inspections and incident reviews. Ref
Offshore containers and lifting frames are not “ISO boxes.” They’re engineered for dynamic lifting and harsh exposure and must be certified to DNV 2.7-1 (now DNV-ST-E271) or the aligned EN 12079 series. Certification covers design, material, welding, proof/load testing, marking, lifting set compatibility, and periodic inspection. Using uncertified units introduces structural and lifting risks, while mixed or out-of-date lifting sets can invalidate certification. Charterers should specify 2.7-1 compliance, current certificates, and inspection records, and vessels should verify slings/shackles match each unit’s plate. This is a common audit focus and a frequent non-conformity when third-party cargo enters the supply chain late. Ref
Correct packing prevents cargo shift, damage, and leaks. The IMO/ILO/UNECE CTU Code gives practical guidance on unit selection, weight distribution, blocking and bracing, segregation of incompatibles, securing against vibration, and documentation. It also addresses load calculations, inspection of the CTU, and seal application. For offshore logistics, the CTU Code complements the IMDG (for dangerous goods) and the CSS Code (for securing on deck). When combined with base-level quality checks and photos, it sharply reduces “surprises” discovered quayside or offshore. Many operators require CTU Code adherence in purchase orders and use acceptance checklists to reject inadequately packed units before they hit the vessel plan. Ref
The IMO CSS Code provides internationally recognized principles for stowage and securing, including selection and inspection of securing devices, safe lashing angles, protection of lashings from chafe, and cargo-specific guidance. On OSVs, masters consider weather, vessel motions, and exposure on a low freeboard working deck; lashings must be engineered for dynamic loads and verified during voyage checks. The CSS Code dovetails with DNV 2.7-1 for container lifting points and the CTU Code for packing. Many incidents stem from inadequate secondary retention for tall or top-heavy items, so operators mandate stow plans, photographs, and post-sailing inspections. Ref
Bulk products are carried in dedicated OSV tanks or pressure vessels and transferred via hoses and fixed manifolds following base/installation procedures. MCA MGN 283 highlights error traps during backloading of contaminated bulk liquids (misdeclaration and incompatibility) and sets expectations before commencing operations. For certain chemicals, MARPOL Annex II and IBC Code amendments since 2021 affect OSVs, requiring attention to classification, tank coatings, and stripping/cleaning. Dry bulks like cement and barite use pneumatic systems with pressure/flow controls and dust management. Clear product identification, lined hoses for potable water, spill kits, and ESD/communications protocols are standard. Ref
Methanol’s flammability, toxicity, and material compatibility demand enhanced controls. An OCIMF/MSF information paper sets expectations for product identification, segregation, system integrity, antistatic precautions, gas detection, hot-work restrictions, and emergency response. Hose and connection management is critical: uniquely identified, pressure-tested hoses; verified seals; and documented recertification. Transfer zones are controlled, ignition sources eliminated, and communications rehearsed. Spill response gear, eyewash, and medical guidance must be immediately available. These controls mirror broader MARPOL/IBC considerations for noxious liquid substances and should be embedded in the vessel’s and installation’s procedures and checklists. Ref
For pedestal-mounted cranes, API Spec 2C remains the principal design/manufacture standard, often supplemented by operator specifications (e.g., IOGP S-618). For general-purpose offshore cranes to EN 13852-1, IOGP S-617 provides supplementary procurement requirements and QA expectations. Safe use is guided by BS 7121-11 and IMCA lifting practice, with focus on competency, planning (routine vs. engineered lifts), lifting accessories, communications, and barriers to dropped objects. Together, these set a framework for selecting equipment, auditing vendors, planning lifts, and assuring documentation on both the vessel and the installation. Ref
STS operations—whether at anchor, underway, or within a field—follow the cross-industry OCIMF/ICS/CDI/SIGTTO Ship-to-Ship Transfer Guide. It covers risk assessment, mooring/approach plans, fendering, compatibility, checklists, communications, emergency shutdown, and pollution prevention. The 2025 second edition reflects regulatory and best-practice updates across petroleum, chemical, and liquefied gas cargoes and is widely adopted by operators and STS providers. Alignment with MARPOL Annex I and coastal state requirements is essential, as is integration with field SIMOPS and 500-m safety zones. Proper planning and checklists reduce contact damage, spills, and schedule losses. Ref
Charterers commonly use OCIMF’s OVID (transitioning to SIRE 2.0 concepts in tanker space) and IMCA’s CMID/eCMID for vessel inspections; both probe cargo systems, lifting practice, DP, and HSE management. Findings often reference IMCA lifting guidance and OSV-specific practices. Some regions or companies adopt GOMO (Guidelines for Offshore Marine Operations) for field operations and bridge resource management, and IOGP recommended practices to cut lifting incidents. A strong assurance regime blends pre-charter vetting, periodic audits, corrective actions, and SIMOPS drills, reducing variance and improving readiness for abnormal operations. Ref
Offshore operations generate garbage, oily residues, contaminated liquids, and returned chemicals. MARPOL Annex V generally prohibits garbage discharge, requiring shipboard plans, record-keeping, and port reception facility use; Annex I and II govern oily mixtures and noxious liquid residues. MCA MGN 283 and MGN 282 highlight frequent issues with misdeclared backloads, stressing correct classification, documentation, and tank/CTU preparation. Practically, logistics teams pre-agree waste streams, reception capacity, and labelling; vessels verify manifests and segregate stowage to minimize cross-contamination and spills. Strong backload controls protect people and environment and are a frequent compliance audit focus. Ref
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DNV-ST-N001 is the go-to standard for planning and executing marine operations across the full lifecycle, including development and decommissioning. It sets expectations for engineering, procedures, documentation, environmental limits, contingency planning, and approvals by a Marine Warranty Surveyor (MWS). Practically, you build a document hierarchy (method statements, calculations, rigging drawings, weather windows, abort criteria), then secure MWS approvals for load-outs, voyages, and critical lifts. N001 integrates with class rules and local regulations, giving charterers and contractors a common language for risk, verification, and acceptance criteria. The 2023/2024 updates strengthened guidance for offshore wind, subsea cables, and removals, so most operators reference this directly in contracts and tender specs. Ref
Internationally, IMO Assembly Resolution A.672(16) sets removal expectations by water depth and weight, guiding decisions on full removal versus case-by-case derogations. Coastal states then legislate: the UK’s OPRED requires a Decommissioning Programme defining solutions for each asset; in the U.S., 30 CFR 250 Subpart Q sets deadlines and applications, with reefing (Rigs-to-Reefs) as an alternative. Practically, your comparative assessment weighs navigation safety, environment, fisheries, cost, and technical risk against these frameworks before regulators decide. Early alignment with the flag/coastal state authority avoids redesign late in the process and shapes vessel spreads, cutting methods, and waste routes. Ref
Start with a structured SIMOPS risk process that identifies conflicts between marine, lifting, diving, cable, and construction tasks. IMCA’s SIMOPS guidance lays out roles, matrices, and permit interfaces; GOMO provides vessel-operations good practice and regional supplements. Translate this into a field-wide SIMOPS plan: communications nets, exclusion zones, DP footprints, heading/position control, hot-work interfaces, and clear stop-work authority. Daily SIMOPS calls reconcile changing metocean and traffic; checklists and bridging documents align shore base, marine coordination, and offshore supervisors. Audits should verify drills (loss of DP, man-overboard during transfer, ESD of hose lines). Ref
Rig the program around DNV-ST-0378 (offshore/platform lifting appliances) for design/verification of cranes and winches, and API Spec 2C plus API RP 2D for operation/maintenance and training of offshore cranes. Together they define load cases, safety factors, inspections, competency, and documentation for topside/jacket lifts, subsea lifts, and splash-zone crossings. Your lift plans should cite appliance certification, rigging design checks, Dynamic Amplification Factors, weather/sea-state limits, and emergency procedures. Independent verification and MWS approval are typical for critical lifts and single-lift removals. Ref
MWS acts for insurers to independently review whether marine operations are planned and executed to recognized standards. Under DNV-ST-N001, you submit engineering, procedures, rigging drawings, route surveys, stability and motion analyses, weather criteria, and contingency plans. The MWS issues “Certificates of Approval” at hold points: load-out, seafastening/transport, installation/removal, and special lifts. This creates traceable assurance that risks (structural, hydrodynamic, navigational) are ALARP and that responsibilities and abort criteria are crystal clear before mobilization. The approval flow (e.g., for a tow/voyage) is explicit in N001, making expectations transparent to owner, contractor, and insurer. Ref
Most removals use a toolbox of diamond-wire cutting, abrasive water-jet, mechanical shears, and occasionally explosives for conductors/piles when other methods are impractical. Selection weighs access, wall thickness, grout/annuli, marine growth, depth, environmental impacts (noise/shock), and schedule. Regulators often require marine mammal mitigation if explosives are proposed. Evidence shows widespread use of non-explosive methods, with explosives retained for specific cases; decades of experience document performance, hazards, and environmental controls. Your method statements should define monitoring, debris control, and verification of cut completion before lifts. Ref
Treat UXO systematically: desktop assessments, geophysical surveys, interpretation, target classification, and clearance/exclusion workflows. Carbon Trust’s OWA guidance gives practical methods for survey design, data quality, and reporting tailored to offshore wind, and is widely cited in consent documentation. Integrate UXO constraints into routeing, jack-up locations, anchor patterns, and cable-lay plans; update SIMOPS to include cordons and emergency actions if suspected UXO is found. The approach reduces HSE exposure and schedule shocks while satisfying regulators and marine coordination. Ref
DNV’s modelling RPs underpin allowable sea states and rigging design for lifts through the splash zone and subsea lowering/landing. DNV-RP-N103 (formerly H103) provides simplified formulations for hydrodynamic loads and dynamic amplification—inputs you’ll reference in lift analyses and procedures. Complementary RPs and lecture notes explain practical checks (sling loads, skew factors, CoG tolerances). Using these, engineers size rigging, define weather windows, and set abort criteria that MWS can audit. Ref
When conducting subsea tie-in, turret inspections, hose replacements, or heavy lifts around an (F)PSO, heading control may be required. OCIMF’s information paper on F(P)SO heading control supplements its cargo guidance, explaining planning, risk assessment, communications, metocean, tug capabilities, ESD interfaces, and contingency for loss of control. It’s particularly relevant for SIMOPS around live units or during preparatory decommissioning tasks. Integrate it with field procedures and GOMO so tug plans, bollard pulls, and abort criteria are unambiguous. Ref
ISO 29400 provides a comprehensive framework for port and marine operations in offshore wind, covering planning, engineering, component transport, cable-lay and burial interfaces, and safe execution—including decommissioning and redeployment. It helps align terminal layouts, lifting and SPMT interfaces, marine spreads, weather limits, and documentation from quayside to offshore site. Many developers adopt ISO 29400 alongside DNV-ST-N001 for a coherent set of requirements. Ref
Well work drives vessels, rigs/LWIVs, equipment backload, and marine coordination. OEUK’s Well Decommissioning Guidelines define barrier philosophies, verification, and materials; companion guidance covers barrier materials selection. These standards anchor schedules, SIMOPS, and waste routes (e.g., recovered tubulars/trees), and shape interfaces with construction spreads removing wellheads or conductors. Aligning marine plans to the well sequence reduces standby and repeated mobilizations. Ref
Permitting bundles environmental assessment with detailed marine plans. In U.S. federal waters, BOEM typically reviews a Construction and Operations Plan (COP) via NEPA with EIS; checklists specify required data for analysis. In the UK, OPRED’s Decommissioning Programme process sets content and consultation, including material inventories and comparative assessments. These processes influence logistics windows, port usage, and mitigation (e.g., seasonal restrictions, UXO or marine mammal measures). Engage early with regulators and publish clear SIMOPS and environmental controls in submissions to de-risk schedules. Ref
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Industry: Offshore Oil & Gas | Wind Energy | Ship building | Offshore Logistics | Jobs & Roles |
Production Process: Exploration | Construction | Production | Decommissioning | Transport | Refining | Walk-to-Work |
Offshore Installations: FPSO | FLNG | Platforms | SOVs | CTVs | Sub-sea infrastructure | Tankers |
Safety: Access Control | POB | Workplace Safety | Workplace Health | Emergency | Training | Mustering | Regulations | Risk Assessment | Safety Assistance Technology |
Activity: Oil | Gas | Wind | Deep Sea Mining |
Areas: North Sea | Middle East | South Atlantic | Indian Ocean | Pacific Ocean |