OIL & NATURAL GAS CORPORATION LTD.

HRD PROCESS PLATFORM PROJECT

CONTRACT NO.
MR/OW/MM/HRD-PP/06/2012
JOB NO: 1989
EMERCENCY MANACEMENT PRUCEDURE


AFCONS TECHNIP - THHE CONSORTIUM
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Contents

1. General instruction
2. Injury and Medical evacuation
3. Onboard Injury
4. Fatality onboard
5. Man overboard
6. Search and rescue operation
7. Launching of rescue boat
8. Ship board Abandoning ship
9. Failure of main machinery
10. Steering gear failure
11. Structural failure of vessel
12. Loss of anchor
13. Helicopter ditches near vessel
14. Collision of vessel
15. Fire onboard
16. Flooding onboard
17. Vessel grounding
18. Rough weather operation
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9.0 EMERGENCY MANAGEMENT PROCEDURE
9.1 General Instructions
All persons arriving on the unit for the first time including visitors, should upon arrival on board the unit be
properly instructed in the following
a. The need to be prepared for an emergency.
b. The need to observe strictly the requirements of the station bill ,in particular those relating
to:
c. Their specific conduct in case of emergency
d. Their survival craft station
e. The general emergency and fire alarm signals calling all personnel to their assigned
stations
f. The need to be alert for the sounding of alarm signals and to respond to them in
emergencies.
g. The location of their own and spare life jackets.
h. The location escape routes including those leading to survival craft stations.
i. The need to participate in any drills held during the time they are on board.
j. Essential precautions to be taken to avoid emergencies.
k. The location and content of the emergency response flow chart.
l. The location and contact details of the vessel clinic.
m. The number of the DPA ( designated person ashore)
9.1.1 General Responsibility
BARGE / PLATFORM SUPERINTENDENT
The Barge Superintendent is responsible for the following;
In overall command of the vessel and the emergency
Evaluate the emergency to determine its nature and magnitude.
Always be available at the control location (Barge / Platform Superintendents Office)
Initiate Vessel emergency procedures in accordance with the specific Vessel and project
emergency response plan
Ensure that weather forecasts and storm predictions are monitored. Significant change, such as
development, speed increases and directional changes shall prompt a call to the Storm Watch
Committee chairman, or Project Manager, regardless of the time of the change
Ensure the maintenance of an accurate status report of the Personnel Onboard the vessel at all
times, including day visitors
Liaise with Client Site Representative (CSR) during emergency situations
Liaise with the Barge Foreman to ensure that any ongoing installation activities are halted in good
time
Ensure all accidents are reported in accordance with ATTC HSE procedures
Contact the necessary emergency contacts during any emergency
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VESSEL RADIO OFFICER / BARGE ADMIN
Providing and maintaining in an emergency situation a constant and reliable communication link
between the Vessels and the emergency services, onshore base, spread vessels and all other
parties specified in project ERP.
Providing to the attending Barge Superintendent the updated POB list
BARGE MEDIC
The Barge Medic on board shall be responsible for the maintenance and upkeep of the medical
facilities onboard including but not limited to the medical equipment, drugs and medicine and first
aid equipment.
In the event of emergencies, the medic shall lead the medical team be prepared at all times to
diagnose and treat injured personnel.
The Medic shall adhere to the project ERP and the General Medivac Guidelines in the event of a
Medivac.
HELICOPTER LANDING OFFICER (HLO)
The Helicopter Landing Officer (HLO) is responsible for the safety of the in-coming and outgoing
crew and keeping the deck clear for safe landing of helicopters (if any).
Ensure that emergency equipment associated with helicopter landing is readily available.
DIVING TEAM
Strictly adhere to diving ERP
HSE OFFICER
Ensuring all lifesaving equipment are maintained in good condition and are ready for immediate
use
Update list of Vessel Emergency Response Team (VERT) members
Plan and coordinate drills with the Barge Superintendent as per the Offshore Drills procedure
Ensure that all new joining crew are informed about the vessel general emergency guideline during
the vessel HSE induction / orientation
ALL PERSONNEL
Be aware of their role and the actions to follow in the event of an emergency
VERT members will be selected from the crew, and trained and instructed accordingly.
Personnel, who are not part of the VERT, will report to the muster station and follow instructions
from the supervisors.
HSE MANAGER / SHORE BASE HSE DEPARTMENT / DESIGNATED PERSON ASHORE (DPA)
Ensure emergency response plans and procedures for relevant site-specific emergencies are
developed within their area of responsibility
Stay updated of emergency status and update client and authorities as required
Arrange for evacuation transport from authorities or relevant 3
rd
party
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PROJECT MANAGEMENT TEAM / LOGISTICS DEPARTMENT
Assist in obtaining ambulance transport onshore for evacuated personnel, if required
Arrange for evacuated personnel accommodation and transport, if required
9.1.2 General Procedures
All personnel have the potential to either discover or be involved in an emergency. In an emergency, the
following steps should be taken:
The Barge Superintendent/Master / Radio Room / Control Tower, whoever is available shall be
informed immediately
The Barge Superintendent must coordinate with the DPA, Project Manager and General Manager,
work with the appropriate vessel response personnel, notify the chief engineer if appropriate, issue
emergency messages to the crew, and determine the need of any outside assistance.
The Barge Superintendent or his designee will ensure that a full incident investigation is
undertaken once appropriate and a report sent to the Base.
As soon as possible after the emergency is over, a complete muster and accounting of all
personnel will be carried out. If any personnel are missing, the search team will commence an
extensive search for the personnel. If the search is unsuccessful, the Man Overboard procedure
will be activated.
Auxiliary tugs will be on standby for assistance as instructed by the Barge Superintendent or his
designee, in all emergencies.
Vessel Emergency Response Team (VERT)
Medical Rescue Team
The medical team led by the Barge Medic and will report directly to the Superintendent. The team is
responsible for transporting injured personnel to a safe location and providing medical assistance as required.
The team structure should include:
Medic
Stretcher Bearers (4 pax)
Above and Below Deck Emergency Team / Fire team
A three (3) or five (5) man (dependent on vessel size) above and below deck fire team will be appointed and
report to the on-duty Barge Foreman and Chief Engineer respectively.
This team is responsible for emergency activities as directed.
The team structure should include:
Team Leader
Fireman / Nozzle Man / Breathing Apparatus (BA) User
Control Fire Hydrant
Personnel in-charge of Shutting Off Ventilation & Closing Access Points

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Helideck Manning Team
The helideck landing team will report to the on-duty Barge Foreman and will be available during
helicopter operations.
The team will be familiar with responding to helicopter operations.
The on-duty Barge Foreman will coordinate the activities of this team, and as needed, the team can
back-up the fire fighting team
The team structure should include:
- Helicopter Landing Officer (HLO)
- Fire / Rescue Personnel
- Assistants as Required
The roles and responsibilities of the above personnel is specified in the vessel specific Helicopter Operation
and Emergencies Procedure manual.
9.2 Injury and medical Evacuation
9.2.1 Responsibilities
ALL PERSONNEL
Responsible for reporting any illnesses / injuries that have occurred at the worksite.
LOCATION / BARGE SUPERINTENDENT AND SUPERVISORS
Ensure personnel report illnesses/ injuries immediately.
Coordinate with Client representative and shore base during evacuations.
Manage logistic issues during evacuations.
BARGE DOCTOR
Make prompt decisions pertaining to evacuations during illness/injury scenarios.
Communicate with the Barge Superintendent and shore based HSE on the condition of the person
due to be evacuated and suggest the mode of evacuation.
Professionally manage the medical case on board till transport to shore is arranged.
Provide the medical report form which includes the case history of the concerned personnel,
referral note and provisional diagnosis to the shore based medical facility.
Strictly follow the emergency response plan protocols.
SHORE BASED HSE
Liaise with Client representative and Client Project Manager with regards to evacuation logistics
Liaise with Client Project Manager and ATTC Management to determine the best evacuation
destination and hospital
Liaise with the hospital and relay information to the hospital doctor so that he may be prepared for
the injured personnel
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Liaise with ATTC Logistics Manager for the appropriate immigration paperwork if the injured
personnel is required to travel to another country for analysis or treatment
HSE OFFICER
Assist the barge doctor in required paperwork during evacuation scenarios
Relay information from barge clinic to Shore Based HSE, Barge Superintendent and Radio Room
SHORE BASED LOGISTICS
Arrange the appropriate immigration paperwork if the injured personnel is required to travel to
another country for analysis or treatment
Arrange for ambulance transportation from the injured personnels landing/arrival point to the
hospital
9.2.2 Project Specific Procedures
Medical evacuation procedures will vary from project to project. The Project Manager, in conjunction with the
Project Management Team, will develop a procedure with inputs from the HSE team.
The location of the project and various other circumstances will dictate the contents of the procedure. However,
every procedure will be developed with the goal of providing the most appropriate transport to the most
appropriate level of care in the timeliest manner possible.
The procedure will define a step-by-step action plan to be followed for medical evacuation cases. It will
incorporate local contact information for contacts that must be made.
9.2.3 Transport Methods
The following modes of transport are generally available for medical evacuations from an offshore installation:
Helicopter
Crew boat / tug boats / supply vessels
Depending on the type of the medical evacuation, the mode of transport will be ascertained by the Barge
Superintendent.
Due to weather, time of day, present work scope, or local regulations, it may be necessary to transport all
cases by helicopter or all cases by work boat. The decision to deviate from established emergency/non-
emergency transport methods shall be made by the location Superintendent, with input from the barge doctor
and the Project Manager.
9.2.4 Patient Family Notification
When possible, the wishes of the patient concerning family notification will be followed. If the patient is unable
to relay notification direction, the notification of the family will be made by a designated Project Management
Team member.
Before notifying family members, contact must be made with the Project Manager.
The barge admin will notify the shore base HSE / HR department on all evacuations
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9.2.5 Management Notification
For all medical evacuation situations, ATTC Management will be contacted immediately.
It is necessary to contact only one person on the list, starting with the Designated Person Ashore (DPA). If the
DPA is not available, continue through the list until someone is notified.
AFCONS HOUSE,
16, Shah Industrial Estate,
Veera desai Road, Azad Nagar,
Andheri (W), Mumbai - 400053
Tel No.+91 22 67191329
Admin DPT.
Mr.D.K. CHaKROBORTY (Sr. Manager Admin)
9768010357
9.2.6 Helicopter Evacuations from Vessels without Helidecks
For some project locations and job types, work may be occurring from a vessel that due to its working size and
dimensions may not be equipped with a helideck. These types of vessels may include certain dive support or
hook-up vessels.
Consequently, contingencies must be in place for medical evacuation from one of these vessels. For vessels
that are not equipped with helidecks, the HSE Officer in conjunction with the location Superintendent and
ATTCs management has the further responsibility to place the medical evacuation into one of the following
three categories:
Boat Transport To be utilised only if the condition can be expected to allow the individual to travel
by boat without aggravation. The individual must be accompanied by another crew member.
Helicopter Transport from Platform To be utilised in situations that are more severe but transfer
by boat to platform can be tolerated. Normal helicopter evacuation will occur from the platform. In
situations where the vessel is equipped with two medical personnel, the barge doctor should
accompany the individual to the platform until medical care is turned over to the helicopter crew.
Air Evacuation from Vessel To be utilised in situations that are immediately life threatening only
and when the Medivac helicopter has winch capabilities for removing individuals from the vessel
without having to land.
9.3 Onboard Injury
Refer to 9.2
9.4 Fatality Onboard
In the event of a fatality at the work site, ATTC will prefer to hire professional authorities for repatriation. All
documents and other support required by such an authority will be promptly extended by ATTC.
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In rare scenarios where the services of such agencies cannot be availed due to any reasons, ATTC will
appoint the appropriate personnel to deal directly with the government / airline authorities to facilitate the
repatriation.
If the fatality occurs on an onshore ATTC site, the deceased is to be transported to the nearest government
hospital.
9.4.1 Responsibilities
PROJECT MANAGER/ OPERATIONS MANAGER
The Project Manager/ Operations Manager shall be responsible for the following:
a. Ensuring that the Human Resource (HR) and other relevant departments are adequately and
immediately informed on any incident involving fatality.
b. Making necessary arrangements for post mortem and other formalities on shore.
c. Coordinating with external authorities / agencies involved in the process of repatriation.
d. Leading the incident investigation.
e. Informing relevant company authorities for cancellation of the passport of the deceased, if required.
BARGE / PLATFORM SUPERINTENDENT
The Barge / Platform Superintendent shall be responsible for the following:
Ensuring that the mortal remains of the deceased is preserved under stringent aseptic conditions on
the vessel until availability of transportation.
Ensuring that the body of the deceased is kept isolated.
Coordinating with shore base for arrangement of transportation to the local coroner.
Assigning an escort from the Barge to the shore as instructed by ATTC.
Conducting a complete investigation of the incident involving the fatality.
BARGE DOCTOR
The Barge Doctor shall be responsible for the following:
Following the rules of triage in a multiple casualty scenario.
Arranging for cleaning and proper storage of the mortal remains of the deceased.
Issuing the death certificate.
Providing proper isolation of the body.
Coordinating with shore base for necessary documentation.
HSE MANAGER / DESIGNEE
The HSE Manager / designee shall be responsible for the following:
Coordinating with relevant agencies for arranging repatriation of mortal remains of the deceased.
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Providing appropriate guidance to the barge personnel on preservation and transportation of the
body of the deceased.
Conducting an incident investigation pertaining to the incident.
Providing appropriate guidance pertaining to repatriation procedures to ATTC wherever required.
Ensuring availability of repatriation materials, such as body bags and tags, on the vessels.
9.5 Man Overboard
If you see someone fall overboard, or see someone in the water, immediately:
Yell out Man Overboard. Keep yelling until someone hears you. Have them sound the
alarm.
While yelling, throw a life ring to mark the location.
If possible, throw a rope and/or lifejacket.
Keep the person in view.
Stay at the scene to aid in rescue as directed.
If you hear the Man Overboard alarm, immediately:
Call the tower and give the location, if known.
Get additional help from personnel on deck.
If the person cannot be seen, throw the life ring and smoke device. It will drift in the same
direction.
The tower operator will immediately:
Notify the Superintendent.
Notify any platforms, boats, etc. in the area.
Contact the client for any local helicopters.
Alert the HSE Officer/Medic to prepare medical equipment.
If you fall overboard:
Orient yourself in the water and attempt to stay clear of the boat or barge.
Keep calm, assume the fetal position and attempt to conserve energy and heat.
Do not attempt to swim.
9.6 Search and Rescue Operation
9.6.1 Search Team
It is advisable that searches be conducted by personnel familiar with the area(s) being searched. Searchers
should carry communication devices so they can alert the Barge authorities/ barge radio room
9.6.2 Rescue Boat Manning Team
The rescue boat team will work at the direction of the on-duty Barge Foreman to assist in water rescue or
evacuation efforts.
The team structure should include:
Boat Operator / Coxswain (1 pax)
Rescue Team Members (2 pax)
Davit Operator (1 pax )
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9.6.3 Action On Receipt Of A Distress Message:
On receiving a distress message following action should be taken
Call the radio officer.
Plots position of distressed vessel and calculates distance/steaming time.
Alters course to render assistance and take action listed and Para
If SAR Coordinator instructs that own vessels assistance is not required.
Alters course for original destination.
Informs SAR coordinator/company.
Makes an entry in the Radio Log/Deck Log.
Instructs Radio Officer to monitor distress and SAR frequencies for the next 4 hours.
PREPERATION FOR SAR OPERATIONS:
Reroute to The SAR area, the OOW takes the following action:-
Prepare rescue boat for launching and musters mandatory equipment as per SOLAS and places
the following additional gear life jacket Walkie Talkie and additional set of battery.
Maintain constant radio watch with distressed vessel and relays distress message, if necessary.
Establish communication with other vessels approaching the area and informs them of own arrival
time in the area, direction of approach, life saving/fire fighting capabilities, etc. and the SAR
coordinator.
Inform company / charter of diversion.
The ship prepares to assist the distressed vessel with the resources available on board.
ACTION ON ENTRY INTO THE SEARCH AREA:
If the vessel is the first to enter the search area- inform all other vessels in the area of having assumed the
duties of co-ordinator
Sound MOB alarm/announces for rescue station and ensure that all personnel have manned their
assigned stations as per muster list.
Commences a search of the area for distressed vessel/survivors/wreckage, as appropriate. Search
plans are based on those given in international Aeronautical & Maritime Search and rescue manual
(IAMSAR) or as modified/deemed necessary in the area.
Maintains continues radio communication with other approaching vessels, shore authorities and
search aircraft (if possible).
Report progress of search to the SAR coordinator.
Switches on X Band Rader to detect SART signals.
(The lookout on monkey deck should be re-allocated, a lookout position while radar is on).
On locating on distressed vessel, the first priority is rescue of crew/survivors.
If any other type of assistance can be rendered, it is given after mutual consultation with the Master
of the distressed vessel.
Salvage of the other vessel is undertaken only after getting the Lloyds open form signed by the
master of the other vessel or as instructed by the Company.
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If another vessel has assumed duties of Co-coordinator the Master reports the following:-
Direction, course and speed of approach.
ETA at the search area.
Rescue/salvage gear available on board.
Any other relevant information.
9.7 Launching of Rescue Boat
The rescue boat launching arrangements should be such that the rescue board can be boarded and
launched in the shortest possible time.
Operator on the unit should be able to observe the rescue boat all the times during launching
During preparation and launching, the rescue boat, its launching appliance and the area of water in
to which it is to be launched should be adequately illuminated.
The fast rescue boat will be stored in a lifting type, float-free cradle, pre-rigged with slings and tag
lines.
All boat crew personnel will wear PFD'S.
The boat will be equipped with a flashlight, pike pole, rope, signal device (whistle/horn) and life ring.
Procedures for Crane Operators
When the "Man Overboard" alarm is sounded, all operators will stop and land their loads.
The on-duty Barge Foreman will determine which crane can affect the movement of the rescue boat
into the water in the fastest and safest manner.
The on-duty Barge Foreman will direct the hook-up of the rescue boat cradle, with at least two tag
lines attached. The determination will also be made at this whether or not the boat crew will load at
the handrail or at the surface via sea ladder. The boat will be flagged to that position.
The crane operator will lower the boat to handrail height to allow access by rescue personnel.
The operator will set the cradle in the water until the signal person flags that the boat has floated
free. The operator will hold this same position until the rescue is made and boat is motored back in
the cradle.
The crane will be directed to a clear area on the deck for the landing of the rescue boat, so that the
site HSE Officer/Medic may evaluate and render necessary medical treatment to the recovered
personnel.
The cradle and boat will then be secured, receive appropriate maintenance and returned to proper
storage.
9.8 Ship Board - Abandoning Ship
In a situation that requires evacuation or complete abandonment of the vessel, the Chief Engineer will have to
shut down all non-essential machinery (if possible) and ensure that sufficient power is supplied for emergency
equipment.
The means of abandoning the vessel will depend on the severity of the situation, for which the Barge
Superintendent will make the final evaluation and decision.
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1. Helicopter
2. Standby Vessels
3. Life raft or Lifeboat
Radio Officer to transmit a distress a message on SSB and /or VHF.
Removes the float free/portable EPIRBs and SART and place them in life raft.
Gathers all ships certificates and official/Deck Logbook and place them in life raft.
Launches all life raft and the rescue boat as per master list/SOLAS training manual.
Re-assign boat station to crew in case any life rafts are damaged.
Ensure that all personnel are suitable attired for entering water/prevailing weather conditions.
Ensure lifeboat radio, SART, EPIRB, walkie-talkie, etc Pyrotechnics are allocated to fire raft.
Reassure all personnel and ensure that there is no panic. Abandoning ship must be undertaken in
an orderly manner.
Ensure that, time permitting, the chief Officer collects additional blankets, food / rations, torches
batteries, medicines, water in jerry cans, etc. and distributes in life rafts.
Issue sea sickness tablets to crew before or on entering life rafts.
9.9 Failure of Main Machinery
The barge equipment / machinery must be designed in such a way that in the event of failure of main
machinery, the emergency machinery will be automatically activated. This machinery will include but not limit
to:
1. Emergency fire pumps.
2. Emergency generators.
3. Emergency ballast pumps.
4. Accommodation, muster areas, launching area illumination (lighting devices)
5. VHF radios.
6. Telephone connections.
7. International shore connections.
8. Helideck lighting.
9. Navigational aids.
10. Fire fighting machinery
These equipment will be always maintained and in ready to use condition all the time.
Partial Machinery Failure:
When partial failure of main machinery units occurs, the Superintendent takes immediate decision if the
ongoing operation / man oeuvre is to be abandoned / terminated/continued. The decision is based on
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The inherent/navigation dangers.
Safety margins available.
Weather condition and sea state.
Total Machinery breakdown Action
When the vessel has total machinery breakdown, the action taken by the Superintendent is to contain/prevent
further damage and the threat posed to the vessel / cargo / personnel / environment doe to pollution. The
action that is taken is-
Dropping anchor, if no underwater dangers exist.
Informing other vessel / endangered units to take preventive action / counter measures.
Sounding / displaying appropriate sound / light signals to warm / draw attention of other vessels in
the vicinity.
Allowing the vessel to drift clear of danger(S).
Promulgating a distress / safety /urgency message, as deemed necessary.
Seeking towing/salvage assistance
Taking all precaution to reduce the angle of impact in a collision by swinging vessels heading /
reducing speed of drift/deploying fenders.(Endeavour to make the impact a glancing blow instead
of a head-on contact).
If adequate chain cable is not available, dropping an anchor underfoot reduces the rate of drift /
impact of collision.
9.10 Steering Gear Failure
The ATTC barges are not propelled but however the contractor shall ensure that the towing vessels have the
following alternative arrangements / procedures in place.
A main and an auxiliary steering gear shall be provided and shall be so arranged that the failure of
one of them will not render the other one inoperative.
To avoid failure all the steering gear components shall be of sound and reliable construction
Main and auxiliary steering gear power units shall be arranged to restart automatically when power
is restored after a power failure.
Independent short circuit protection only shall be provided for steering gear control supply units.
9.11 Structural Failure of Vessel
All ATTC barges are designed to the specifications of IMO and are classed by approved societies but an event
leading to the structural failure of a vessel cannot be ruled out due to accidental impact due to external
sources.
Whenever such an event occurs, the Barge superintendent and the Client representative onboard will be
immediately informed. Foremost concern has to be given to preservation of human life on the vessel. Hence if
the event endangers the life and safety of personnel a decision to evacuate personnel will be promptly taken
by the Superintendent as specified in section 9.8.
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Competent personnel will immediately assess the situation and inform the Superintendent on the gravity /
severity of the event.
If corrective action can be taken to avert further damage to the stability of the vessel, such actions will be
promptly initiated.
These actions may include ballasting / de-ballasting, pegging leaks etc.
The priorities while taking such actions shall be as follows:
1. Human life
2. Environment
3. Assets
9.12 Loss of Anchor
Mooring failure may arise from dragging of anchor(s), failure of the anchor system or wire rupture. Under
normal weather conditions, when moored alongside a facility, action is required to avoid collision or loss of the
gangway.
In severe weather conditions when moored away from platform, a single anchor line failure would bring the
vessel to the highest state of alert; failure of the complete system requires cooperation from all personnel and
available resources to avoid a possible collision with the facility or grounding / structural damage, and to bring
the vessel into sailing condition.
Potential sites for accidents which will be regularly inspected are:
Fairleads
Winches unit position and condition
Check anchor / buoy positions
Mooring line tension
Tow bridle
Environmental conditions (seas, winds)
Action to be Taken: To prevent or minimize further damage to the unit or personnel onboard
Establish extent of damage and isolate area (if possible)
Establish stability requirement and correct heal / trim
Repair parts
Monitor mooring line tensions
Monitor units position
Tug assistance to control steerage
Close watertight doors
Evaluate stability and correct by ballasting / de-ballasting
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ANCHOR RECOVERY PROCEDURE
1. The procedure for anchor retrieval is similar to anchor relocation. The difference is that the AHT will back up
until it is close to the barge.
2. The AHT will then slack the pennant wire.
3. The barge takes in the slack of the anchor wire and lifts the anchor off the AHTs deck.
4. The anchor will be secured at the fairlead. If site conditions do not permit the securing of anchors to their
respective fairleads or if it is deemed unsafe, anchors can be lifted off the AHTs deck and be stored on the
barges deck.
5. The buoy and the pennant wire will be lifted and placed on the barges deck by the barges crane.
Note: Under no circumstances shall the pennant wire be slackened by the AHT at a faster rate than the barge
is picking up the anchor wire. This will prevent the anchor from accidentally being dropped to the sea floor at
the barge location if the anchor was secured at the AHTs stern.
9.13 Helicopter Ditches Near Vessel
The employee first aware of incident raises the alarm and alerts the Barge control room of the
situation.
Position a lookout to keep the aircraft / ditching position in sight and posts additional lookouts whilst
closing to the ditched aircraft to recover the survivors.
Nearby AHT (Anchor Handling Tugs) will be deployed to the site to undertake a search and rescue
for survivors.
The Superintendent may decide to launch the rescue boat or a life raft after assessing the
situation.
Thorough assessment is required to confirm the extent of aero fuel spill and corrective actions and
the possibility of igniting the spill due to rescue boat engine.
Contact helicopter operations for confirmation of helicopter personnel and flight plan.
Superintendent to evaluate the situation and consider key issues to determine whether the
emergency is a minor or major incident
o Does full or partial operations abandonment of personnel need to be considered?
o Do personnel require external medical assistance?
o Are external emergency resources required?
Issue a distress message.
Proceeds to the area with dispatch to render assistance.
Announces/signals MOB station if and has the rescue boat manned and prepares it for lowering.
Ensure that the following additional gear is positioned in the rescue boat:-
Extra life jacket.
Lifebuoys with MOB Markers.
First aid kit with burn dressing.
Readies the ships fire pumps.
Mans rescue station.
Stops all hot work on board.
Promulgates no smoking on upper decks warning.
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Marks the ditching position by a buoy and a sinker, if available and depth of water permitting.
Has all available crew positioned on deck to lookout / render assistance to survivors.
Informs the galley to have hot beverages ready for survivors.
Organizes dry clothing for survivors.
Organizes hand cleaner / soap solution to clean servitors of oil.
Keeps first aid kit/burn ointment and dressings readily available on deck.

Procedure for picking up survivors: The rescue operation are conducted by the master in the following
manner
Approaches the ditching position, Remains on the weather / windward side.
Lowers the rescue boat on the lee side, if weather permits.
Maneuvers the vessel, as necessary, to recover survivors ensuring that the vessel is clear of
floating fuel/oil/wreckage.
Gives first aid to survivors and request for helicopter evacuation of the injured, if deemed
necessary.
Maintains a medical record of all survivors, even if the survivor is found to be healthy.
Makes a list of survivors and their NOK and relays it to the Company / SAR authorities.
In case a deviation is necessary to evacuate the injured, makes an OLB entry and inform the
Company / Customer.
Seeks medical advice from the Company / doctor / Radio medical advice from coast station.
Casualties rescued will be treated by the barge doctor and if required evacuated as per the
guidelines mentioned in section 9.2 of this procedure.
9.14 Collision of Vessels
In the event of loss of positioning control of the vessel/Chopper and collision with other vessel or offshore
facilities, the Vessel Master / Superintendent will then assess the following;
Extent of damage caused to both facilities
Likelihood of progressive failure of both facilities as a result of damage induced by the collision
Necessity to shut down the operations
Necessity for total / partial evacuation of the facilities
Inform CSR of the situation and obtain his advice
Inform on shore OIC leader and request assistance, If required
Note: On his assessment that a total evacuation is required, the Vessel Master / Superintendent shall:
Activate Abandon Vessel
Shutdown the operations
When reporting such incident, as much information as possible should be provided on the following:
Size or weight of colliding facility / Vessel
Name and port of registration of the vessel
Locations related to the facilities
Whether it is completely or partially disabled
Present weather conditions ie. Wind, current and tide
Weather forecast
Other vessels available in that area
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9.15 Fire Onboard
Each vessel will post a Fire Plan in the engine room, galley, control room, and accommodation area and also
along designated escape routes. This plan will show the layout of the fire fighting system and the location of
all major fire fighting, alarm and fire detection equipment.
If anyone witnesses a fire at any time, they are to immediately SOUND THE ALARM before attempting to fight
the fire.
In the area of the fire, all vents and doors will be closed and all fans and blowers will be shut off. Upon hearing
the signal, ALL personnel will report to the muster station, Instructions will be given to the VERT at the muster
station.
Actions to be taken:
Repair / reactivate equipment necessary to the survival of the unit
Boundary cooling of bulkheads if necessary
Recovery of stability and trim
Fire-fighting equipment refilled / replaced
Evaluation of Damage
As soon as possible after a fire is brought under control / extinguished, the damage to the unit will be
evaluated and this includes
Possible sources of re-ignition
Evidence of warping, cracking or other damage to bulkheads and decks
Damage to equipment and electrical circuit
Accumulated water or flooding
Calculation of the present stability and trim condition
Fire fighting capability remaining. All fire fighting equipment used or damaged will be replaced or
recharged.
9.16 Flooding Onboard
In case of accidental flooding on board the vessel will get ready to evacuate all non essential personnel as per
section 9.8 of this procedure.
Efforts shall be undertaken by competent personnel to restore the stability of the vessel by pegging the leak or
pumping the water overboard.
Inspect the flooded compartment and adjacent compartments
Assess the nature and causes of damage.
Appropriate Shore based authorities will be informed about the situation immediately after detection of the
flooding.
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Ensure all watertight doors/hatches are closed to prevent adjacent compartments getting flooded.
Sounds emergency station, if necessary.
Deputes personnel to control the flooding.
Instruct the warehouse man and riggers to assist in assembling the required gear / stores in a convenient
place.
Turn out rescue boat to embarkation deck.
Reduce the ships speed / stops the vessel.
Alter the vessels heading to bring the affected side to leeward of the sea / weather.
If the ballast pump is unable to cope with the flooding rate, deploy rigs additional pumps.
Adjust the trim to reduce the effect of flooding.
Place shoring/stoppers/cement boxes over affected area to reduce the inflow of water.
Shift /jettison cargo, as appropriate to correct list/trim.
All attempts will be undertaken to avoid fuel or any marine pollutants into the ocean.
However the decision to abandon the barge will depend on the superintendent and the Client representative
on board who will be guided by the shore based authorities.
9.17 Vessel Grounding
In the event of vessel grounding and depending upon the severity the emergency response team will remain in
communication with the vessel master or superintendent and provide appropriate advice.
Consideration will be given to evacuate the vessel or call for addition assistance to refloat the vessel.
Assess the situation before taking the hasty decision.
Assess the water depth in front and behind you, the wind and current conditions and state of the tide
If any damage is found after completing initial inspection, take action to secure the boat and control the
damage.
It may be wise to set an anchor to avoid further movement of the vessel.
Ensure that all personnel wear their personal floatation device.
If there is no immediate danger contact the coast guard and alert them about the situation.
9.18 Rough Weather Operation
General Precautions
When the vessel is required to operate in or encounters heavy weather whilst on passage, the following
precautions/ actions are taken:-
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Action by the Master:
Nominates safely patrols to ensure safety of cargo/ vessel
Alters course and speed to reduce roll/ pitch/ heave to the minimum.
Scrutinizes weather reports/ routing instructions and decides if a deviation is necessary.
If a tropical storm is suspected/ predicted take preventive action
Inform Company/ Client if delay in expected time of arrival (ETA) is anticipated and log the same.
Action by Officer of the Watch:
Deputes a patrol to inspect all cargo lashings/ holds/ spaces to ensure no displacement of cargo.
Re-stows/ Re-locates loose stores/ articles.
Ensures all watertight hatches and doors are secured and that there is no seepage of sea water
into the vessel/ holds.
Ensures all paints/ thinners/ corrosive liquids are stowed/ lashed securely.
Rigs lifelines on deck to facilitate movement of personnel.
Permits only essential crew on the upper decks.
Deputes a patrol to inspect all holds/ adjacent compartments to check for structural failures.
Action by Chief Engineer
Organizes patrols of engine/ machinery spaces to ensure watertight integrity of vessels.
Organizes additional watch keepers to assist Engineer /Officer of the watch, if required.
Inspects all stores to ensure that all gear is secure.
Sounds fuel/ lube oil tanks frequently to ensure that no water is shipped though air vents, etc.
Advises Master on machinery performance/ restrictions.
Action by Engineer Officer on the Watch
Monitors main machinery parameters/ performance closely to ensure that the engines run
smoothly/ do not stall.
Ensures that speed limitations as instructed by the Chief Engineer are implemented.
Have the fitters ready on short notice to revert to maneuvering mode (on engines), if applicable.
UNCONTROLLED DRIFT CONSIDERATIONS
A situation where the vessel is in uncontrolled drift a number of circumstances pose a serious threat to the
vessel, especially if due to mooring failure while working alongside a fixed installation.
The following should be considered:
Towing
Immediately alert Standby AHT for assistance and prepare to pullout
If the situation demands, the Barge Master shall request assistance from any other nearest tug.
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Heaving To
If the water depth and seabed are convenient, consider dragging the anchors on a short line to reduce drifting
speed and keep the vessels head to sea.
Anchoring
If the water depth is convenient, consider anchoring to avoid possible grounding, taking into consideration
a) weather predictions
b) time required for assistance to reach the position
c) nature of seabed / depth
d) possibility of speed reduction prior to anchoring (dragging)
Dragging Force
Each anchor will act with a force of roughly ten times its weight, provided a soft sea-bed and a sufficient length
anchor line (so as not to cause any lifting of the anchor itself) are available.
Procedures
Under favorable weather conditions or when no imminent hazards exist, the Barge Master shall:
a) request assistance through the shore office
b) maintain the vessel safety pending the arrival of required assistance
c) issue a Safety Signal Advisory Message to all shipping in the area
Under adverse conditions, the Master / Superintendent shall:
a) take every action to avoid potential hazards
b) request assistance from any source
c) prepare for the evacuation of personnel
d) take precautions to maintain maximum vessel performance
e) take any measure to avoid grounding or colliding with objects
When unable to maneuver, lights and shapes for vessels not under command are to be exhibited as
prescribed by international regulations, and appropriate sound signals are to be given.
Path and Speed
Determine the probable path and speed of drift, taking into consideration pertinent and predicted weather
conditions, tidal current and the general situation.
Consult the chart as to obstructions or other hazards along the estimated path.
Emergency Anchorage
Prepare the emergency/ Bow anchor for emergency anchorage. Drop the anchor against the path of the
drift.
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Bow/ Borrow anchor shall be provided in the bow of the vessel at the mid of the width.
At any point of time during the sailing or anchorage it should be ready for let-in go position.
Towing bridle with all accessories shall be standby during the anchorage.
PASSING ANCHOR OR EMERGENCY TOW PENNANTS IN EXTREME CONDITIONS
Passing Anchor or Emergency Tow Pennants in Extreme Conditions Diag 7. Passing Anchor or
Emergency Tow Pennants
1. Boat clear of barge. Crane heaves wire to main deck.
2. Barge crew connects work/tow wire to anchor pennant.
3. Barge crew then lift connection and re-secure with soft line strop.
Note: Barge crew should have oxy-acetylene cutting torch ready to cut wire/chain slings which may be
securing pennant.


Diag 7: PASSING ANCHOR OR EMERGENCY TOWS PENNANTS IN EXTREME CONDITIONS
Diag 8. Passing Anchor or Emergency Tow Pennants
1.Connection made on barge deck.
2.Cut away strops. Secure pennants to main deck.
3.AHT heaves on winch and prepares to start towing/anchor handling.
4. Note -- If possible pass pennant/towline connection by crane or tugger as cutting and dropping the
connection from main deck level might result in fouling of pennant on lower hull fittings/anchor projections
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Diags 6, 7, and 8. Passing Anchor or Emergency Tow Pennants in Extreme Conditions
This system works well in even extreme storm conditions as the lee formed by the barge is used to connect up
the messengers and pennants.
If only one tug can be connected at say the starboard bow, the tow will lie at a very broad angle to the tug and
making headway will be very difficult, but drift can be arrested. If another tug can connect in a similar manner
to the port bow then towing can commence with the vessel following the tugs more naturally.



d. Using anchor chains/wires
In this case the operation is carried out as follows.
1. Get the vessel to deploy say 1000 feet of anchor line, at least 3 to 4 times water depth. (see diag 9).
Diag 9: Sweeping Anchor Chain

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Diag 9a: Sweeping Anchor Chain
1. Boat moves across anchor cable with heavy duty grapple on work wire.
2. Catch bight. Haul aboard and secure.
3. Cut away anchor side of bight.
4. Connect tow wire to vessel end of anchor chain.


Diag 9b: Sweeping Anchor Chain
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Diags 9a and 9b: Sweeping Anchor Chain
2. Rig up the grapple and catch the line at a convenient point as the drift of the unit stretches out the mooring
line.
3. Stop off the bight and cut away the section leading to the anchor.
4. Connect the new towline (see diags 10 & 11) into an eye formed in the mooring line.
Diag 10: Towing On Barge Anchor Wires Method 2 - Using running shackle



Diag 10a: Towing On Barge Anchor Wires Method 2
1. Sweep anchor wire with grapple -- using Work drum.
2. Pull bight on board.
3. Shackle tow wire into bight of anchor wire. Use 110 tomme SWL bow shackle.
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Hazard Evaluation
Evaluate the time required to obtain adequate assistance, objects or shallow waters in the path of drift, and
the weather prognosis.
Assess the dangers to vessel safety and the hazards to the personnel.
If there are hazards to the vessel or personnel, issue an Urgency Signal Message (PAN PAN PAN), stating
the potential hazards and circumstances. Consider the evacuation of non-essential personnel.
If the situation presents imminent peril, transmit a Distress Signal Message. (MAYDAY MAYDAY MAYDAY)
Notification
Notify the Owner / MRCC of:
a) position/ time
b) cause of failure
c) estimated path and speed
d) precautions taken
e) potential hazards
f) assistance required
g) intentions
h) decision on evacuations of personnel
Navigational Warning
Transmit a Safety Signal Advisory Message as a warning to all shipping in the area, stating position / time and
the estimated path and speed.
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Potential Peril
If there is a prediction of weather deterioration or if the vessel might become imperiled, consider the following:
a) Inform all personnel of the situation and decision.
b) request preparations for evacuation operations if within range of helicopters
c) redistribute or dump loads to ensure the maximum vessel performance
d) carry out battening-down procedures
e) Keep the MRCC informed of intentions and proceedings.
Imminent Peril
If the decision to abandon the vessel is reached, consider the following:
a) determine the mode of operation and initiate preparations
b) transmit an urgency or distress signal and message
c) carry out battening-down procedures
d) lower the anchors if possible / appropriate
e) see that the foghorn, mandatory navigation lights and deck lighting are operating
f) carry out closing down procedures
g) Complete the abandonment.
Grounding
If grounding cannot be avoided, consider the possibility of increasing the draught to avoid being pushed up too
high on the ground.
If the vessel is maneuverable to some degree by its own power or by the help of another vessel, try to choose
the best place to ground in the area by consulting charts.
Lower anchors prior to grounding (if appropriate).
As soon as the vessel is actually grounded, consider the possibility of pumping more water into the lower hull
in order to stabilize the vessel and limit damages. This depends on weather and bottom conditions.
Lloyds Open Form
Lloyds Standard Form of salvage agreement, no cure no pay, and is usually called Lloyds Open Form.
When the Barge Master engages vessels for assistance, the terms are to be based on LOF.
It will then only be necessary to insert the names of the vessel and the Master / Superintendent on the form
and sign it.
If negotiating by radio, the following telegram is to be used:
Accept Salvage Service on basis Lloyds Standard Form No Cure No Pay Stop Acknowledge, Repeating
Foregoing.
(If the Barge Master is forced to accept absurd conditions due to imminent peril, the Court may invalidate or
disregard such conditions).
OIL & NATURAL GAS CORPORATION LTD.
HRD PROCESS PLATFORM PROJECT
CONTRACT NO.
MR/OW/MM/HRD-PP/06/2012
JOB NO: 1989
EMERCENCY TELEPHUNE NUMBERS


AFCONS TECHNIP - THHE CONSORTIUM
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10.0 EMERGENCY TELEPHONE NUMBERS
Oil and Natural Gas Corporation Ltd


Sr.No Name Designation Email Id Phone No
1 A K Jain ED - COES [email protected] +91 9869222204
2 C B Shukla ED- HOW [email protected] +91 9969222215
4 A K Mishra Project Manager [email protected] +91 9969222257
5
Ajay Kumar
Singh
Project Co
ordinator
[email protected] +91 9869222218
6 Ashish Thakur Project Engineer +91 9969229656
7 AK Saxena DGM (C ) [email protected] +91 9969229131
8 Suresh K. Khatri S.E (Mech) [email protected], +91 99692 29259


Sl.No. Location Inmarsat Number
Drilling Rigs
1 S/Bhushan 00873-763615649
2 S/Vijay 00873-763615651
3 S/Ratna 00873-764460893
4 S/Jyoti 00873-764460841
5 S/Shakti 00873-764460923
6 S/Gaurav 00873-764460873
7 S/Uday 00873-764460927
8 S/Pragati 00873-764460885
9 S/Kiran | 00873-684040311
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Name of Rig INMARSAT Nos
1. Randolph Yost 00871 - 763 620 659 / 660
2.Ron Tappmeyer 00871 - 763 475 527
3. Trident 2 00873 - 363 623 611
4.Trident 12 00873-363 615 010
5. JT Angel 00870-353 803 711
6. ED holt 00873-763 027 689
7. Pride Hawai 00873-357 640 410 / 00870-772 213 366
8. Aban 3 00873-764 348 650/651
9. Pride P 00876 - 763 260 329 / 00870 - 772 214 124
10. Noble Charlie
Yester
00870-763 735 297
11-Aban IV 00873-763 418 043
12. Aban V 00873 - 762 983 636
13. Kedarnath
00872 - 763 083 439 / 00873 - 762 483 849 / 00873-763 615
386
14. Aban 2 00873 - 763 944 065 / 068
15. Hercules 258 00870 - 764 663 369
16. Hercules 260 00881 -641 498 589
17. Badrinath 00873 - 763 615 258 / 00873 - 764 443 554
18. Frontier ice 00870 - 764 567 293











Vessels
01 S/Sevak 00873-763258653
02 S/Prabha 00873-763615473
03 S/Sandhani 00873-341900418
04 S/Sarveshak 00873-763615358
05 S/Nidhi
00873-763615382
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FIRE STATIONS NUMBER
Place Name Contact No.
Vasudhara Bhavan Fire Control Room 26599568/26562999
11 High Fire Control Room 24088080 / 24640054
NHAVA Fire Control Room 27212237
Panvel Fire Control Room 27453673
Uran Fire Control Room 27222816 Extn:4444 / 4131
Vasudhara Bhavan A K Tripathi, Manager(FS) Mob.9869222546
11 High Subhodh Kumar, Mgr(Fire) Mob.9969225139
Panvel H S Sahu, DM(Fire) Mob.9969225273
Uran N B Singne , Mgr(Fire) Mob.9969228348
CIM
Location Direct EPABX ICNET/TITAN
HEERA 26599697 2656 2778 4617
NEELAM 26599663 2656 2779 2656 3022 4917

OFFSHORE RIGS
LOCATION MTNL ICNET NOS
S/GAURAV 26599565 55612 55611
S/JYOTI 26599560 55614 55613
S/KIRAN 26599566 55615 55616
S/RATNA 26599561 55618 55617
S/PRAGATI 26599564 55619 55620
S/SHAKTI 26599562 55621 55622
S/UDAY 26599567 55624 55623
S/BHUSHAN 26599558 55626 55625
S/VIJAY 26599559 55628 55627

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EMERGENCY TELEPHONE NUMBERS ATTC
NAME DESICNATIUN UFFICE NU MAIL ID MUBILE
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Sanjay Sawant
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chaige

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Sanjay K Tiipathi QaQc Nanagei
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EMERGENCY TELEPHONE NUMBERS PCTS





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