Good practice guidelines G+ Offshore wind farm transfer

Good practice guidelines

G+ Offshore wind farm transfer

In partnership with

GOOD PRACTICE GUIDELINES

G+ OFFSHORE WIND FARM TRANSFER

1st edition

July 2020

Published byEnergy Institute, London

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The EI gratefully acknowledges the financial contributions towards the development of this publication from members of the G+ Global Offshore Wind Health and Safety Organisation

ØrstedEDFEquinorOcean WindsRWEScottish Power RenewablesSiemens Gamesa SSEVattenfall

However, it should be noted that the above organisations have not all been directly involved in the development of this publication, nor do they necessarily endorse its content.

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ISBN 978 1 78725 202 8

Published by the Energy Institute

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G+ OFFSHORE WIND GOOD PRACTICE GUIDELINES WIND FARM TRANSFER

3

CONTENTSPage

1 Introduction and scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 1.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2 Hierarchy of protective measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

3 Transfer from crew transfer vessel (CTV) to offshore structure . . . . . . . . . . . . . . . . . . 9 3.1 Supervisory/working arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 3.1.1 Responsibilities of wind farm or offshore substation operators and vessel

charterers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 3.1.2 Roles of vessel Captain, deckhand and transferee. . . . . . . . . . . . . . . . . . . . 9 3.1.3 Procedural arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3.2 Training and skills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3.2.1 Standard qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3.2.2 Site-specific requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3.3 Hazards during specific activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

4 Transfers between vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 4.1 Level step-over . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 4.2 Transfer by stepping over onto a boat landing ladder . . . . . . . . . . . . . . . . . . . . . . . 20 4.3 Hazards during specific activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

5 Transfers using walk to work (W2W) gangways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 5.1 Gangway operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 5.2 Hazards during specific activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 5.3 Emergency management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 5.3.1 Loss of power supply to the gangway . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 5.3.2 Gangway failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 5.3.3 Operator incapacitated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

6 Protection against falling – self-retractable lifeline (SRL) on boat landing ladder . . 29

7 Personal protective equipment (PPE) and system requirements for transfer . . . . . . 30 7.1.1 Protection against drowning: personal flotation device (PFD) . . . . . . . . . . 30 7.1.2 Protection against drowning: casualty location . . . . . . . . . . . . . . . . . . . . . 30 7.2 Other PPE for transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

8 Use of immersion suits during standard CTV transfers . . . . . . . . . . . . . . . . . . . . . . . . 32 8.1 Risk of water entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 8.1.1 Likelihood of water entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 8.1.2 Risk of fatality due to water entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 8.2 Recommendations on immersion suit use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 8.3 Compatibility and suitability of immersion suits, PFDs and harnesses . . . . . . . . . . . . 34

4

Contents continuedPage

G+ OFFSHORE WIND FARM TRANSFER GOOD PRACTICE GUIDELINES

Annexes

Annex A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 A.1 Event tree – water entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 A.2 Bowtie diagram – unplanned water entry. . . . . . . . . . . . . . . . . . . . . . . . . 42 A.3 Example transfer risk assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Annex B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 B.1 Glossary of acronyms and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . 54 B.2 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55


5

LIST OF FIGURES AND TABLESPage

Figures

Figure 1 Hierarchy of hazard controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Figure A.1 Event Tree for risk of a fatality in water for one of the four cases. . . . . . . . . . . . . . . 40

Tables

Table 1 Hazards during transfers by stepping over to boat landing ladder . . . . . . . . . . . . . . 13Table 2 Hazards during vessel-to-vessel transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Table 3 Hazards during W2W transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25Table 4 Average (50 % survive) survival times (hours) for lightly clad males, from

various authors (Golden and Tipton, 2002) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34Table A.1 Risk of falling into water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Table A.2 Assumed distribution of occurence of transfers in different weather conditions . . . . 38Table A.3 Risk related to water entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39Table A.4 Range of the risk based on numbers from the Event Tree . . . . . . . . . . . . . . . . . . . . 40Table A.5 Example transfer risk assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43


6

1 INTRODUCTION AND SCOPE

1.1 INTRODUCTION

This guidance aims to provide a framework of how to execute a safe transfer in an offshore wind farm. The goal is to provide consistency and good practice regarding transfer across the wind industry and allow operators and vessel owners to produce or to verify their transfer procedure up against a set of industry standard guidelines. It should be noted that each of the sections, and the combined contents of this document, should be considered as the minimum requirements to execute a safe transfer.

This guidance considers:

− transfer from vessel to offshore structure;

− transfer between vessels;

− transfer using walk to work (W2W) gangways;

− protection against falling, including the use of self-retractable lifeline (SRL);

− personal protective equipment (PPE) requirements, and

− protection against drowning, including a risk-based approach to the use of immersion suit.

For all transfers where there is a risk of falling from height, the transferee should be continuously attached to a fall arrest system (FAS).

It should be noted that PPE requirements for each transfer type are grouped together in a separate section (see section 6).

1.2 SCOPE

This guidance addresses people transfer in an offshore wind farm globally and puts forward a consensus approach, taking account of existing and emerging industry good practice. The document draws inputs from the G+ Good practice guideline – Working at height in the offshore wind industry.1 It is also based on a report commissioned by Ørsted and Siemens Gamesa Renewable Energy (SGRE) entitled A review of the mandated use of immersion/dry suits and a study that RWE (formerly E.ON) commissioned Professor Mike Tipton to produce entitled A consideration of the use of immersion suits in E.ON’s offshore wind farms. Additionally, the guidance builds on the letter sent by the UK Health and Safety regulator, the Health and Safety Executive (HSE) in 2015 and the G+ response.

This document is intended to work alongside the G+ Good practice guideline – Working at height in the offshore wind industry and Good practice guideline – The safe management of small service vessels used in the offshore wind industry. For details on European Union (EU) directive and national regulations, work at height regulations outside Europe and guidance on technical and equipment standards, refer to the G+ Good practice guideline – Working at height in the offshore wind industry annexes.

1 There will be a 3rd edition of the working at height good practice guideline to reflect that some of the content has been moved into this document.


7

This guidance covers standard sea transfers, such as transfer from vessel to offshore structures, transfer between vessels and W2W gangway transfer. All alternative transfer procedures, such as sliding access, Pict Offshore – The Get Up Safe system, double hooking or helicopter transfer are out of the scope of this document.


8

2 HIERARCHY OF PROTECTIVE MEASURES

Key principle:

Where working at height (WAH) cannot be avoided, tasks should be planned carefully, applying the hierarchy of protective measures to minimise the risk from falls.

Transfers in an offshore wind farm can involve WAH. All consideration of WAH should start with the hierarchy of protective measures. A lower level on the hierarchy should only be adopted if it is not reasonably practicable to take the approach given in a higher level.

Under the conditions in which W2W systems are managed, it is seen as a safer transfer method, eliminating the risks associated with WAH and climbing. Whereas transfers from vessel to structure and vessel to vessel introduce WAH and rely heavily on administrative controls and PPE, these types of transfers therefore have a higher risk.

Eliminations

Substitution

Engineering controls

Administrative control

PPE

Most Effective

LeastEffective

Physically remove the hazard

Replace the hazard

Isolate people from the hazard

Change the way people work

Protect the worker with Personal Protective Equipment

Figure 1: Hierarchy of hazard controls

For further details on hierarchy of protective measures, see G+ Good practice guideline – Working at height in the offshore wind industry.


9

3 TRANSFER FROM CREW TRANSFER VESSEL (CTV) TO OFFSHORE STRUCTURE

Key principle:

The aim should be to ensure that people do not fall into the sea, or become trapped between the vessel and any part of the offshore structure during transfers. This should be achieved through a combination of foundation design, vessel selection, operating procedures, training and competence. Residual risks should be mitigated by using suitable protective equipment.

This section covers personnel transfer from the deck of a CTV to the external platform on the transition piece (TP), or equivalent position on other offshore structures. It is assumed that this transfer involves stepping from the vessel onto a stationary vertical (or near vertical) boat landing ladder while continuously attached to an FAS, then climbing to the external platform on the offshore structure, with the operation being reversed for transfer back to the vessel. Although floating wind turbine generators (WTGs) are not fixed to the seabed, the hazards and protective measures can be applied, subject to the standard risk assessment process. This section covers:

− supervisory working arrangements;

− training and skills, and

− potential hazards at each stage of the transfer process.

3.1 SUPERVISORY/WORKING ARRANGEMENTS

3.1.1 Responsibilities of wind farm or offshore substation operators and vessel charterers

The wind farm and offshore substation operators are responsible for sourcing vessels that are compatible with the boat landings. See G+ Good practice guideline - The safe management of small service vessels used in the offshore wind industry.

3.1.2 Roles of vessel Captain, deckhand and transferee

It is the right of all parties (Captain, deckhand and transferee) to call for a stop to a transfer if they view it to be unsafe. The focus of all parties should be on the transfer, and distractions avoided.

The vessel Captain has overall responsibility for the safety of the vessel and all personnel aboard. Specific duties generally include, but are not limited to:

− ensuring that the transferee is instructed according to site-specific transfer procedure;

− carrying out communications check with the transferees before and immediately after transfer to structure;

− authorising transfer, based on stable positioning of vessel, and

− maintaining weather watch and notifying the marine coordinator/working parties of how this can affect offshore work.


10

The deckhand has a key role on CTVs, with responsibilities generally including, but not limited to:

− Ensuring the safety of personnel on board the vessel and during transfers, including carrying out induction/briefings, physical training and managing the movement of personnel between areas of the vessel.

− When a transferee is on the boat landing ladder, the deckhand counts down the remaining rungs and once it is safe, communicates to the transferee to step back onto the vessel or vice versa.

− Assisting the transferee back onto the vessel.

− Should the site procedure assign any other responsibilities to the deckhand, then training and competence assessment in these tasks will also be necessary, and the responsibility interfaces will have to be agreed between the different employers involved. Typical activities at this interface include, but are not limited to:– confirming that the transferee's PPE is correctly fitted for transfer;– carrying out pre-use checks on the ladder SRL;– pulling down the SRL and attaching/offering it to the transferee;– assisting the transferee with disconnection from the SRL;– assisting with recovery of injured personnel being lowered to vessel deck, with

or without a stretcher, from the external platform, hub or other levels of an offshore structure;

– ensuring that everyone is seated during landing and leaving the boat landing, and

– keeping transfer area clean from obstacles and ensuring it is not a slippery surface.

As can be seen from this list, the deckhand may have many important and simultaneous responsibilities; these must be realistic, to avoid creating overload.

The responsibilities of the Captain and deckhand must be clear and appropriate, particularly as the Captain has access to the vessel public address (PA) system, so may be able to communicate to the transferee more effectively than the deckhand, even though the deckhand is closer.

Transferees being transported on vessels also have specific responsibilities including, but not limited to:

− compliance with vessel safety policies and instructions;

− making sure they are familiarised with the site-specific transfer procedure;

− wearing correct PPE, ensuring that it is properly fitted, within its inspection date and in good condition;

− verification that there are no loose objects in open pockets. See G+/DROPS Reliable securing booklet for offshore wind for further guidance on this subject;

− ensuring that PPE 'buddy checks' are carried out before proceeding to the vessel transfer point;

− ensuring large bags, such as backpacks that could interfere with PPE, are not carried;

− confirming correct operation of ladder FAS;

− deciding if transfer is within personal capabilities, at the time of transfer, and communicating this decision, and then

− transferring without delay onto ladder, once attached to FAS.


11

3.1.3 Procedural arrangements

Clear decision criteria must be in place for conditions under which transfer can take place. As these are dependent on each vessel type's 'theoretical limits' and actual infield performance, a site-specific procedure should be drafted to include each vessel type used, with its limitations, and this should be evaluated in the field. It is not as simple as setting a wave height limit; other important variables include, but are not limited to:

− the wave direction and wave period (relative to the vessel);

− vessel performance – different vessels may have different levels of movement in similar conditions, and

− the condition of the ladder, especially the level of contamination, excessive marine growth or presence of ice, which can affect the safety of the transferee.

There should also be suitable arrangements in case of problems arising:

− A rescue plan must be in place, and all personnel (both vessel crew and offshore structure personnel) must be familiar with the plan and competent to fulfil their roles – regular practice is necessary in order to combat skill fade; this includes rescue from any position on the ladder, and from the sea.

− Effective personnel tracking, marine coordination and emergency response systems must be operated, so that the locations of all personnel and vessels are always known.

When reviewing decisions about whether conditions were suitable for transfer, or investigating incidents that occur during transfer, the use of vessel closed circuit television (CCTV) can provide evidence of the situation that faced the personnel involved, and the actions taken, and can also be useful in sharing lessons learned.

3.2 TRAINING AND SKILLS

3.2.1 Standard qualifications

Transferees should have fulfilled the baseline training requirements, such as Global Wind Organisation (GWO) sea survival training. The Captain and deckhand have key responsibilities in enabling safe transfer. While there are recognised qualifications for vessel Captains and deckhands/crew, and some of the qualifications are specific to workboat personnel and typical workboat operations, there is no specific, recognised training relating to transfer of personnel onto offshore structures. In the absence of such qualifications, operators will have to conduct their own assessment of competence. See G+ Good practice guideline - The safe management of small service vessels used in the offshore wind industry.

3.2.2 Site-specific requirements

In addition to standard training that is needed to work on any site, some site-specific training and familiarisation is necessary, such as:

− Instruction and familiarisation of detailed transfer procedure – taking account of vessel/ladder/FAS interfaces. It is recommended that a specific transfer induction, as well as familiarisation, is provided to all transferees.

− Training for deckhand and vessel Captain, roles in procedure, use of FAS and roles in ladder rescue situation.


12

− Man overboard (MOB) training for Captain, deckhand and offshore structure personnel (if vessel crew is just Captain and deckhand, then the offshore structure personnel may need to assist in any rescue of the deckhand).

− Regular practice should be carried out, including:– practice in darkness if transfers are ever carried out in the dark;– practice with doll thrown from the ladder and vessel pushing on (as transfer

situation);– practice in realistic sea conditions;– utilising MOB tracking systems as well as visual contact, and– training in site emergency arrangements.

Each site should provide each transfer contractor with all the required details of the boat landing and site-specific details. Each transfer contractor should present each site with their vessel project-specific transfer induction, which must be bridged to the site-specific transfer procedure.

3.3 HAZARDS DURING SPECIFIC ACTIVITIES

Table 1 identifies some of the principal hazards relating to WAH that may be present in a typical transfer process, and recommends measures that can be taken to reduce the associated risks. In cases where the basis for the recommendations may not be obvious, this is outlined in the relevant column. This table could be used as an input to a hazard identification and risk assessment process but is not a comprehensive risk assessment on its own.


13

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Mov

emen

t on

ve

ssel

prio

r to

st

art

of t

rans

fer

proc

ess

Slip

/fal

l on

vess

el

or o

verb

oard

Prev

entio

n:

−H

ouse

keep

ing:

kee

p w

alkw

ays

clea

r of

obs

truc

tions

an

d fr

ee f

rom

con

tam

inat

ion

(esp

ecia

lly o

ils /

grea

ses)

−

Use

sui

tabl

e fo

otw

ear

– no

n-sl

ip s

oles

, and

avo

id o

il co

ntam

inat

ion

−

Ves

sel d

esig

n: p

rovi

de s

uita

ble

wal

kway

s, g

uard

rails

an

d an

chor

poi

nts

−

Suita

ble

area

for

don

ning

imm

ersi

on s

uit

and

ha

rnes

s –

best

not

to

wea

r im

mer

sion

sui

t fo

r du

ratio

n of

pas

sage

on

vess

el

−D

o no

t m

ove

arou

nd o

n ve

ssel

unl

ess

esse

ntia

l

−V

esse

l cre

w a

nd t

rans

fere

e co

mpe

tenc

ies

Miti

gatio

n:

−D

o no

t le

ave

cabi

n un

less

wea

ring

PFD

and

per

sona

l lo

cato

r be

acon

(PLB

) (de

pend

ing

on s

ea c

ondi

tions

)

Wea

ring

imm

ersi

on s

uits

dur

ing

pass

age

can

lead

to

over

heat

ing2 ,

incr

ease

d ris

k of

sea

sick

ness

, and

sw

eatin

g re

duci

ng

ther

mal

effi

cien

cy o

f cl

othi

ng w

orn

bene

ath

suit

Tran

sfer

fro

m

vess

el t

o bo

at

land

ing

ladd

er

Fall

into

sea

, be

twee

n ve

ssel

an

d bo

at la

ndin

g la

dder

Prev

entio

n:

−C

ombi

natio

n of

det

aile

d de

sign

of

vess

el a

nd

oper

atin

g pr

oced

ure

shou

ld e

nsur

e th

at n

o pe

rson

is

in a

loca

tion

from

whi

ch t

hey

coul

d fa

ll in

to s

ea –

i.e.

re

mai

n w

ithin

gua

rdra

ils u

ntil

step

ping

for

war

d to

at

tach

to

ladd

er F

AS

(pre

sum

ed t

o be

an

SRL)

2 IM

O g

uida

nce

on w

earin

g im

mer

sion

sui

ts in

tot

ally

enc

lose

d lif

eboa

ts is

giv

en a

s A

nnex

A o

f:

http

s://w

ww

.gov

.uk/

gove

rnm

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uplo

ads/

syst

em/u

ploa

ds/a

ttac

hmen

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ta/fi

le/4

4077

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_396

.pdf


14

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er (

con

tin

ued

)

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

−

Dec

khan

d to

rem

ain

with

in a

rea

prot

ecte

d by

gu

ardr

ails

, or

wea

r a

harn

ess

and

be in

wor

k re

stra

int,

so

that

the

y ca

nnot

fal

l ove

rboa

rd. F

or t

his

to b

e ef

fect

ive,

the

anc

hor

poin

t on

the

ves

sel m

ay

need

to

be h

ighe

r th

an t

he a

ttac

hmen

t po

int

on t

he

deck

hand

's h

arne

ss –

thi

s sh

ould

be

chec

ked

whe

n se

lect

ing

a ve

ssel

. If

effe

ctiv

e w

ork

rest

rain

t is

not

po

ssib

le, t

hen

a fa

ll ar

rest

lany

ard

shou

ld b

e at

tach

ed

to a

sui

tabl

y ra

ted

anch

or p

oint

; the

ris

k as

sess

men

t sh

ould

als

o co

nsid

er t

he p

oten

tial p

ositi

on o

f th

e de

ckha

nd if

sus

pend

ed, t

o en

sure

the

y w

ill n

ot b

e su

spen

ded

in f

ront

of

the

vess

el f

ende

r, w

hich

wou

ld

intr

oduc

e a

risk

of c

rush

ing.

The

pos

ition

of

the

anch

or p

oint

sho

uld

not

impe

de t

he d

eckh

and

from

m

ovin

g ba

ck f

rom

the

bow

, suc

h as

if a

n ob

ject

fal

ls

from

the

per

son

tran

sfer

ring.

Use

of

a co

mbi

ned

harn

ess/

PFD

may

be

bene

ficia

l

−Ea

ch p

erso

n sh

ould

con

firm

fitn

ess

to t

rans

fer

and

clim

b, p

rior

to t

rans

fer

com

men

cing

, tak

ing

acco

unt

of s

easi

ckne

ss e

tc.

−

Ves

sel c

rew

and

tra

nsfe

ree

com

pete

ncie

s

−SR

L an

d fu

nctio

nalit

y re

quire

men

ts

−M

OB

reac

tion

times


15

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er (

con

tin

ued

)

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Prev

entio

n:

−A

ttac

h to

SRL

bef

ore

step

ping

off

ves

sel

Reco

mm

enda

tion

to a

ttac

h to

SRL

be

fore

ste

ppin

g of

f ve

ssel

is b

ased

on:

−

Tran

sfer

tak

ing

plac

e in

sui

tabl

e co

nditi

ons

– ve

ssel

hol

ding

ste

ady

posi

tion

agai

nst

boat

land

ing

– sp

eed

and

dist

ance

of

any

mov

emen

t sh

ould

be

muc

h le

ss t

han

SRL

lock

-on

limits

;

−V

esse

l and

ladd

er/b

oat

land

ing

are

com

patib

le, i

.e. s

uffic

ient

saf

ety

zone

to

pre

vent

cru

shin

g

−D

esig

n an

d op

erat

ion

of S

RL a

llow

s fo

r lim

ited

vess

el m

ovem

ent

with

out

activ

atio

n

−C

onne

ctor

bet

wee

n SR

L an

d ha

rnes

s al

low

ing

easy

one

-han

ded

co

nnec

tion

/rem

oval

, whi

le w

earin

g gl

oves

Prev

entio

n:

−D

o no

t cl

imb

ladd

er if

it is

iced

/sev

erel

y fo

uled

−

Ensu

re la

dder

is r

egul

arly

cle

aned

at

low

tid

e

−U

se s

uita

ble

foot

wea

r an

d gl

oves

to

prov

ide

good

gr

ip

−M

aint

ain

cont

inuo

us a

ttac

hmen

t du

ring

clim

bing

(la

dder

SRL

, or

scaf

fold

hoo

ks/la

nyar

ds if

SRL

not

av

aila

ble)

Miti

gatio

n:

−A

lway

s w

ear

a su

itabl

e PF

D d

urin

g tr

ansf

er


16

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er (

con

tin

ued

)

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Miti

gatio

n:

−D

o no

t at

tach

any

bag

s to

har

ness

or

body

−

Ensu

re h

arne

ss (a

nd a

ll ot

her

PPE

such

as

PFD

, im

mer

sion

sui

t) is

cor

rect

ly fi

tted

– c

arry

out

bud

dy

chec

k be

fore

goi

ng o

n de

ck

Bags

can

res

ult

in:

−

Clim

bing

bei

ng im

pede

d, in

crea

sing

th

e pr

obab

ility

of

a fa

ll

−A

dded

wei

ght

(cas

ualty

floa

ts lo

wer

in

wat

er, i

ncre

asin

g ris

k of

dro

wni

ng

due

to w

ater

inha

latio

n)

−A

dded

buo

yanc

y in

wro

ng p

ositi

on

rela

tive

to c

asua

lty's

cen

tre

of m

ass

(cas

ualty

may

not

sel

f-rig

ht t

o br

ing

face

out

of

wat

er, i

ncre

asin

g ris

k of

dr

owni

ng)

Miti

gatio

n:

−En

sure

cas

ualty

's p

ositi

on c

an b

e lo

cate

d

−PL

B an

d lig

ht t

o be

wor

n on

(pre

fera

bly

inte

grat

ed

with

) PFD

Loca

ting

PLB

on P

FD e

nsur

es t

hat

it is

alw

ays

in t

he s

ame

loca

tion

on t

he

pers

on, i

rres

pect

ive

of w

heth

er a

n im

mer

sion

sui

t is

wor

n, a

nd e

nsur

es

that

the

infla

ted

PFD

doe

s no

t ob

stru

ct

acce

ss t

o a

PLB

wor

n on

the

imm

ersi

on

suit.

How

ever

, the

PLB

mou

ntin

g ar

rang

emen

t m

ust

be c

ompa

tible

with

th

e in

flate

d PF

D –

man

ufac

ture

r ap

prov

al

may

be

need

ed

Miti

gatio

n:

−W

ear

suita

ble

imm

ersi

on s

uit

whe

n co

nditi

ons

requ

ire


17

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er (

con

tin

ued

)

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Fall

betw

een

vess

el a

nd b

oat

land

ing

ladd

er,

rem

aini

ng

atta

ched

to

eith

er, r

esul

ting

in im

pact

with

, or

cru

shin

g be

twee

n, v

esse

l an

d bo

at la

ndin

g la

dder

/bum

per

bars

Prev

entio

n:

−O

nly

atte

mpt

tra

nsfe

rs in

sui

tabl

e co

nditi

ons

Miti

gatio

n:

−El

imin

ate

risk

of c

rush

ing

betw

een

vess

el b

ow a

nd

boat

land

ing

ladd

er b

y en

surin

g ve

ssel

and

boa

t la

ndin

g st

ruct

ure

are

com

patib

le –

aft

er a

rres

ting

a fa

ll, t

he F

AS

shou

ld s

uspe

nd t

he c

limbe

r in

the

saf

ety

zone

for

med

by

the

bum

per

bars

– in

clud

e in

ves

sel

spec

ifica

tions

and

sur

veys

−

Step

ove

r fr

om v

esse

l to

ladd

er a

s so

on a

s at

tach

ed

to S

RL/d

etac

h im

med

iate

ly a

fter

ste

pove

r fr

om la

dder

to

ves

sel

−

Use

FA

S so

tha

t if

a fa

ll oc

curs

, cas

ualty

rem

ains

in

safe

ty z

one

betw

een

ladd

er a

nd v

esse

l

−If

deck

hand

is a

ttac

hed

to v

esse

l, th

ey s

houl

d be

in

rest

rain

t, s

o th

at t

hey

cann

ot b

e su

spen

ded

over

bow

fe

nder

– t

his

may

req

uire

the

pro

visi

on o

f an

anc

hor

poin

t ab

ove

harn

ess

dors

al a

ttac

hmen

t po

int

heig

ht

−V

esse

l Cap

tain

to

mon

itor

tran

sfer

s, a

nd m

anoe

uvre

ve

ssel

to

safe

pos

ition

in t

he e

vent

of

a fa

iled

tran

sfer

'Pic

ked

up' b

y SR

L du

e to

ves

sel

mov

emen

t

Prev

entio

n:

−O

nly

atte

mpt

tra

nsfe

rs in

sui

tabl

e co

nditi

ons

−

Step

ove

r fr

om v

esse

l to

ladd

er a

s so

on a

s at

tach

ed

to S

RL/d

etac

h im

med

iate

ly a

fter

ste

pove

r fr

om la

dder

to

ves

sel

−

Des

ign

and

oper

atio

n of

SRL

allo

ws

for

limite

d ve

ssel

m

ovem

ent

with

out

activ

atio

n −If

the

proc

edur

e in

volv

es th

e de

ckha

nd in

trod

ucin

g sla

ck in

to th

e sy

stem

prio

r to

conn

ectio

n, th

en th

is m

ust

not e

xcee

d th

e al

low

able

lim

its fo

r the

type

of S

RL


18

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er (

con

tin

ued

)

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Clim

bing

boa

t la

ndin

g la

dder

Slip

/loss

of

grip

on

ladd

er,

lead

ing

to f

all,

resu

lting

in in

jury

of

clim

ber

and/

or

deck

hand

Miti

gatio

n:

−C

limbe

r to

be

atta

ched

to

SRL

whi

le c

limbi

ng

Tran

sfer

from

bo

at la

ndin

g la

dder

to

addi

tiona

l la

dder

(s) o

f TP/

jack

et

Fall

from

hei

ght

durin

g tr

ansf

er

betw

een

FAS

Miti

gatio

n:

−

Att

ach

to d

esig

nate

d an

chor

poi

nt w

hile

tra

nsfe

rrin

g be

twee

n FA

S

Clim

bing

ad

ditio

nal

ladd

er(s

) of

TP/

jack

et

Slip

/loss

of

grip

on

ladd

er,

lead

ing

to f

all

Miti

gatio

n:

−A

ttac

hed

to F

AS

whi

le c

limbi

ng

Wor

k on

ext

erna

l pl

atfo

rmFa

ll fr

om h

eigh

tPr

even

tion:

−D

o no

t lea

ve a

ny u

npro

tect

ed e

dges

on

com

plet

ion

of

any

task

s th

at re

quire

ope

ning

of h

atch

es o

r gua

rdra

ils

−W

ork

in r

estr

aint

, to

prev

ent

falls

if h

atch

es o

r gu

ardr

ails

hav

e to

be

open

ed (e

.g. o

pen

sect

ion

of

guar

drai

l for

lift

ing

load

s to

/ fr

om e

xter

nal p

latf

orm

)


19

Tab

le 1

: Haz

ard

s d

uri

ng

tra

nsf

ers

by

step

pin

g o

ver

to b

oat

lan

din

g la

dd

er (

con

tin

ued

)

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Tran

sfer

fro

m

boat

land

ing

ladd

er b

ack

to

vess

el

Fall

from

ladd

er

(Oth

er h

azar

ds

and

risk

cont

rols

ar

e th

e sa

me

as

for

tran

sfer

fro

m

vess

el t

o bo

at

land

ing

la

dder

– s

ee

abov

e)

Prev

entio

n:

−C

larit

y of

dec

khan

d an

d C

apta

in's

rol

es

−C

ount

clim

ber

dow

n la

st f

ew s

teps

, and

the

n in

stru

ct

whe

n to

ste

p ba

ck

−H

avin

g a

stan

dard

com

mun

icat

ion

prot

ocol

can

hel

p to

avo

id m

isun

ders

tand

ing

e.g.

'4-3

-2-1

-Yes

' (av

oid

wor

ds t

hat

coul

d be

mis

-hea

rd, s

uch

as 's

tep/

stop

', 'g

o/no

'.)

−V

esse

l PA

can

hel

p w

ith a

udib

ility

−

Dec

khan

d to

be

read

y to

ass

ist

clim

ber

in e

stab

lishi

ng

stab

le p

ositi

on o

n ve

ssel

and

det

achi

ng f

rom

SRL


20

4 TRANSFERS BETWEEN VESSELS

Key principle:

Transfers between vessels should maintain the same level of safety as transferring to an offshore structure, and should therefore only take place under conditions that permit safe transfer; these include limiting the allowable extent of relative movement between the vessels. For transfers where there is a risk of falling from height, the transferee should be continuously attached to an FAS.

This section considers transfer between CTVs and large vessels such as hotel ships, construction vessels or service operations vessels (SOVs), i.e. transfers from large to small vessels and the reverse. Several different types of transfer can be undertaken; the hierarchy of protective measures should be used when assessing different transfer options. The same requirements regarding supervisory arrangements, procedure, training and competence as for the vessel-to-structure transfer are applicable here.

4.1 LEVEL STEP-OVER

Some hotel vessels or SOVs are equipped to enable a CTV to push on amidships, adjacent to a shipside door, allowing level (or near level) transfer, without any climbing being involved. As this minimises the risk of a fall from height, it is a preferred solution.

4.2 TRANSFER BY STEPPING OVER ONTO A BOAT LANDING LADDER

Some large vessels have purpose-designed boat landings which CTVs can push against, allowing personnel to step over to the ladder and climb up to the deck, in a similar manner to accessing an offshore structure. The design of the boat landing should satisfy the same requirements as landings on offshore structures, with respect to key safety features such as stepover distance, protection against falling and against risks caused by vessel movement. See G+ Safe by Design workshop report: Marine transfer/access systems for further details. This includes the provision of an FAS where there is a risk of falling from height; given that this is a modified application of the standard approach used when transferring to fixed offshore structures, vessel-specific hazard identification should be undertaken to identify any additional hazards, so that these can be eliminated or mitigated.

The optimal position for a boat landing depends on the type of vessel, and the circumstances under which transfers are to be undertaken:

− the larger vessel may be at anchor or holding position using dynamic positioning (DP), and

− if the boat landing is positioned to allow beam-on transfers, then this can be used to create a lee-side, giving more sheltered conditions.

The means of positioning of the larger vessel needs to be suitable to allow for the push-on force of the CTV, which can exert a bollard push force in the order of 5 – 10 tonnes. Careful coordination between the two vessels will be necessary, both to ensure that sufficient force is


21

applied to avoid relative movement of the vessels at the boat landing, and to avoid the larger vessel being pushed out of position.


Table 2 identifies some of the principal hazards that may be present in a typical transfer process between vessels and recommends measures that can be taken to reduce the associated risks. These risks are additional to those present in transfers between CTVs and fixed structures. In cases where the basis for the recommendations may not be obvious, this is outlined in the relevant column. This table could be used as an input to a hazard identification and risk assessment process, but is not a comprehensive risk assessment on its own.


22

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Tran

sfer

be

am-o

nLa

rger

ves

sel p

ushe

d ou

t of

po

sitio

nPr

even

tion:

−

Coo

rdin

atio

n of

ve

ssel

s –

in p

artic

ular

, if

usin

g D

P, t

he D

P op

erat

or

need

s to

be

read

y to

res

pond

to

a C

TV p

ush-

on

−Li

mita

tion

of a

llow

able

thr

ust

to b

e ap

plie

d by

C

TV, b

ut f

orce

mus

t st

ill b

e su

ffici

ent

to a

void

re

lativ

e m

ovem

ent

of t

he C

TV b

ow a

nd t

he b

oat

land

ing

Miti

gatio

n:

−U

nder

take

tra

nsfe

rs a

t a

loca

tion

whe

re s

ome

loss

of

sta

tion-

keep

ing

is n

ot h

azar

dous

−

No

sim

ulta

neou

s op

erat

ions

invo

lvin

g th

e la

rger

ve

ssel

, suc

h as

lift

ing

or g

angw

ay t

rans

fers

, whi

le

the

CTV

tra

nsfe

r is

in p

rogr

ess

Tran

sfer

at

ste

rn,

unde

r w

ay

Fall

into

wat

er, w

ith

addi

tiona

l haz

ard

of

prop

elle

r w

ash

of la

rger

ve

ssel

, whi

ch c

ould

res

ult

in b

eing

sw

ept

unde

r C

TV,

with

pot

entia

l exp

osur

e to

C

TV p

rope

llers

Reco

very

will

als

o be

mor

e ch

alle

ngin

g, a

s th

e ve

ssel

w

ill b

e m

ovin

g re

lativ

e to

a

casu

alty

who

is in

the

wat

er,

whi

ch m

ay m

ake

it m

ore

diffi

cult

to m

aint

ain

visu

al

cont

act

with

the

cas

ualty

Prev

entio

n:

−U

se F

AS

on b

oat

land

ing

to p

reve

nt a

per

son

who

fa

lls d

urin

g tr

ansf

er f

rom

ent

erin

g th

e w

ater

Miti

gatio

n:

−Pr

oced

ure:

CTV

to

stop

pro

pelle

rs if

a p

erso

n fa

lls

whe

n no

t at

tach

ed t

o th

e FA

S. (N

ote

that

thi

s w

ill im

med

iate

ly r

esul

t in

rel

ativ

e m

ovem

ent

of

the

CTV

aga

inst

the

boa

t la

ndin

g, s

o m

ay n

ot b

e ap

prop

riate

if a

per

son

falls

and

is s

uspe

nded

by

the

FAS.

)

−

Des

ign

of b

oat

land

ing,

and

co

mpa

tibili

ty w

ith b

ow o

f C

TV,

prov

ides

a s

afe

spac

e w

here

the

cl

imbe

r ca

n be

sus

pend

ed w

ithou

t ris

k of

impa

ct a

gain

st t

he C

TV

−FA

S w

ill a

rres

t a

fall

from

bow

hei

ght

suffi

cien

tly q

uick

ly t

hat

a pe

rson

su

spen

ded

by t

he F

AS

is la

rgel

y cl

ear

of t

he w

ater

. Thi

s sh

ould

be

chec

ked,

pa

rtic

ular

ly if

the

tra

nsfe

r pr

oced

ure

intr

oduc

es s

ome

slac

k in

to t

he s

yste

m

Tab

le 2

: Haz

ard

s d

uri

ng

ves

sel-

to-v

esse

l tra

nsf

ers


23

5 TRANSFERS USING W2W GANGWAYS

Key principles:

A key part of mitigating the risk associated with transfer using W2W gangways is by ensuring that there is an appropriate design for the interface between the gangway and the platform. The gangway design should mitigate the risk of falling into the water to be at the same level as walking onboard a vessel.

The use of W2W gangways for access from a vessel to the external platform of an offshore structure aims to eliminate the hazards relating to WAH and immersion in the sea, which must be considered when stepping over to a ladder. However, other hazards exist when using this transfer method, therefore the risks need to be assessed and minimised. Some of the key hazards to consider, and potential protective measures, are reviewed in the following sections.

5.1 GANGWAY OPERATION

The gangway needs to be installed on a suitable vessel, with appropriate positioning capability to hold station with the required accuracy under anticipated operating conditions, taking account of wind, waves and currents.

The gangway needs to be properly integrated with the vessel, including aspects such as:

− positioning of the gangway for maximum stability;

− DP vessel to allow a stable and predictable footprint within the workability limits of the gangway, and

− power supply arrangements, to minimise the probability of an interruption.

Workability limits are identified when a gangway is integrated during vessel construction. However, for vessels where a gangway is retrofitted, after integration, a test is required to confirm the actual workability limits of the system on a specific vessel.

It is important to allow enough time for the DP model to build and excursions to settle down before transfer commences. Communications between bridge and gangway are crucial. The training and competence of all crew involved in the operation is critical to its success.

In preparation for transfer, there need to be clear procedures for the vessel and gangway operation. In particular, the procedures should focus on the roles of the DP and gangway operators in establishing and maintaining gangway positioning, and providing early warning of positioning limits being reached, which could result in the gangway retracting.

If a W2W gangway is correctly integrated, maintained and operated, then the probability of emergency retraction is minimised. However, personnel undertaking transfers still need to be trained in correct use of the gangway under normal conditions (through a transfer induction and a training session with the equipment), and how to respond in the event of emergency retraction occurring.


24


Table 3 identifies some of the principal hazards relating to WAH that may be present in a typical transfer process, and recommends measures that can be taken to reduce the associated risks. In cases where the basis for the recommendations may not be obvious, this is outlined in the relevant column. This table could be used as an input to a hazard identification and risk assessment process, but is not a comprehensive risk assessment on its own.


25

Tab

le 3

: Haz

ard

s d

uri

ng

W2W

tra

nsf

ers

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Initi

al

posi

tioni

ng o

f ga

ngw

ay

End

of g

angw

ay

mov

ing

rela

tive

to o

ffsh

ore

stru

ctur

e re

sulti

ng in

op

en g

ap o

r co

llisi

on b

etw

een

gang

way

and

st

ruct

ure

Prev

entio

n:

−C

lear

pro

cedu

res

for

vess

el p

ositi

onin

g an

d ga

ngw

ay o

pera

tion

−

No

pers

onne

l to

be o

n ga

ngw

ay u

ntil

it ha

s es

tabl

ishe

d a

fixed

po

sitio

n an

d is

con

firm

ed t

o be

saf

e fo

r us

e

−G

angw

ay t

o be

pos

ition

ed u

nder

the

con

trol

of

a re

mot

e op

erat

or

−Es

tabl

ish

an e

xclu

sion

zon

e ar

ound

the

pos

ition

of

the

inte

rfac

e be

twee

n th

e ga

ngw

ay a

nd t

he o

ffsh

ore

stru

ctur

e, s

o th

at if

pe

ople

are

alre

ady

on t

he s

truc

ture

, the

y ar

e no

t at

ris

k fr

om

mov

emen

t of

the

gan

gway

Ope

ning

/cl

osin

g of

ga

ngw

ay

acce

ss g

ates

on

str

uctu

re

Fall

from

hei

ght

Prev

entio

n:

−D

esig

n of

gat

es t

o en

able

ope

ning

/clo

sing

fro

m a

saf

e lo

catio

n

Miti

gatio

n:

−U

se P

PE t

o pr

even

t fa

lls if

it is

nec

essa

ry t

o ap

proa

ch o

pen

gate

s

−If

the

risk

of f

alls

can

not

be e

limin

ated

, the

n m

inim

ise

the

cons

eque

nces

: pos

ition

of

open

ing

shou

ld n

ot c

reat

e th

e ris

k of

a

fall

onto

low

er p

arts

of

the

stru

ctur

e, a

nd w

ear

PFD

and

PLB

for

pr

otec

tion

in t

he e

vent

of

falli

ng in

to t

he s

ea

Com

mon

indu

stry

pra

ctic

e is

to

requ

ire t

he w

earin

g of

PF

Ds

durin

g W

2W t

rans

fers

, to

pro

vide

pro

tect

ion

in t

he

unlik

ely

even

t of

a f

all i

nto

the

sea

How

ever

, if

a fa

ll co

uld

resu

lt in

a p

erso

n hi

ttin

g lo

wer

par

ts

of t

he s

truc

ture

(suc

h as

jack

et

legs

, boa

t la

ndin

gs o

r co

ncre

te

foun

datio

ns),

then

thi

s w

ould

re

sult

in s

ever

e in

jury

, the

refo

re

the

loca

tion

at w

hich

the

ga

ngw

ay c

onne

cts

with

the

st

ruct

ure

shou

ld b

e se

lect

ed s

o as

to

avoi

d th

is h

azar

d


26

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Emer

genc

y re

trac

tion

of

gang

way

Fall

from

hei

ght

Prev

entio

n:

−M

inim

ise

num

ber

of e

mer

genc

y re

trac

tions

by

ensu

ring

that

th

e ga

ngw

ay a

nd v

esse

l are

sui

tabl

e fo

r us

e un

der

fore

seea

ble

tran

sfer

con

ditio

ns, a

nd a

re s

uita

bly

oper

ated

and

mai

ntai

ned

Miti

gatio

n:

−A

larm

to

war

n us

ers

prio

r to

ret

ract

ion

occu

rrin

g, s

o th

at a

ny

pers

on u

nder

taki

ng a

tra

nsfe

r ca

n av

oid

bein

g at

the

out

er e

nd o

f th

e ga

ngw

ay w

hen

it re

trac

ts

−If

the

risk

of f

alls

can

not

be e

limin

ated

, the

n m

inim

ise

the

cons

eque

nces

: the

pos

ition

whe

re t

he g

angw

ay m

eets

the

pl

atfo

rm s

houl

d no

t cr

eate

the

ris

k of

a f

all o

nto

low

er p

arts

of

the

stru

ctur

e, a

nd w

ear

PFD

and

PLB

for

pro

tect

ion

in t

he e

vent

of

fal

ling

into

the

sea

−Tr

ain

user

s ho

w to

resp

ond

to th

e al

arm

– p

roce

dure

may

diff

er

betw

een

vess

els,

so

prov

ide

brie

fing

on th

e ve

ssel

and

car

ry o

ut

perio

dic

drill

s. A

typi

cal r

espo

nse

is to

mov

e aw

ay fr

om th

e en

d of

the

gang

way

(eith

er o

nto

exte

rnal

pla

tfor

m, o

r fur

ther

ont

o th

e ga

ngw

ay),

and

if re

mai

ning

on

the

gang

way

, ado

pt a

bra

ced

posit

ion

to a

void

slip

ping

whe

n th

e ga

ngw

ay ri

ses

to a

ste

eper

gr

adie

nt

−If

an e

mer

genc

y re

trac

tion

occu

rs, i

nves

tigat

e w

hy it

hap

pene

d an

d us

e th

e le

arni

ng t

o re

duce

fut

ure

occu

rren

ces

Com

mon

indu

stry

pra

ctic

e is

to

requ

ire t

he w

earin

g of

PF

Ds

durin

g W

2W t

rans

fers

, to

pro

vide

pro

tect

ion

in t

he

unlik

ely

even

t of

a f

all i

nto

the

sea

How

ever

, if

a fa

ll co

uld

resu

lt in

a p

erso

n hi

ttin

g lo

wer

par

ts

of t

he s

truc

ture

(suc

h as

jack

et

legs

, boa

t la

ndin

gs o

r co

ncre

te

foun

datio

ns),

then

thi

s w

ould

re

sult

in s

ever

e in

jury

, the

refo

re

the

loca

tion

at w

hich

the

ga

ngw

ay c

onne

cts

with

the

st

ruct

ure

shou

ld b

e se

lect

ed t

o av

oid

this

haz

ard

Entr

apm

ent

in/c

rush

ing

betw

een

mov

ing

part

s

Prev

entio

n:

−D

esig

n to

avo

id c

reat

ing

shea

r/cr

ush

haza

rds

whe

re g

angw

ay

sect

ions

mov

e re

lativ

e to

eac

h ot

her

−

Safe

han

dhol

ds t

o be

pro

vide

d th

roug

hout

gan

gway

Miti

gatio

n:

−A

larm

to

war

n us

ers

prio

r to

ret

ract

ion

occu

rrin

g, s

o th

at a

ny

pers

on u

nder

taki

ng t

rans

fers

can

be

read

y fo

r su

dden

mov

emen

t

−Pr

oced

ure

for

resp

onse

whe

n th

e al

arm

is g

iven

−

Trai

ning

(gan

gway

-spe

cific

indu

ctio

n) a

nd w

arni

ng s

igns

and

m

arki

ngs

to w

arn

user

s of

any

res

idua

l ris

ks a

nd s

how

how

to

avoi

d th

em

Tab

le 3

: Haz

ard

s d

uri

ng

W2W

tra

nsf

ers

(co

nti

nu

ed)


27

Act

ivit

yH

azar

dR

eco

mm

end

ed r

isk

con

tro

lB

asis

of

reco

mm

end

atio

ns

Trip

/ st

umbl

e w

hen

step

ping

be

twee

n m

ovin

g se

ctio

ns o

f ga

ngw

ay

Prev

entio

n:

−G

angw

ay/v

esse

l sui

tabi

lity

to m

inim

ise

rela

tive

mov

emen

t

−D

esig

n to

min

imis

e he

ight

diff

eren

ce b

etw

een

mov

ing

sect

ions

−

Floo

ring

to h

ave

clea

r m

arki

ngs

and

non-

slip

sur

face

s

−Sa

fe h

andh

olds

to

be p

rovi

ded

thro

ugho

ut g

angw

ay

Miti

gatio

n:

−Pr

oced

ure

for

resp

onse

in t

he e

vent

of

a pe

rson

fal

ling

over

−

Gan

gway

ope

rato

r to

mon

itor

pers

onne

l tra

nsfe

rrin

g

Unc

ontr

olle

d m

ovem

ent

of lo

ad b

eing

tr

ansf

erre

d al

ong

gang

way

if

gang

way

luff

s to

a

stee

p an

gle

Prev

entio

n:

−Tr

ansf

er lo

ads

usin

g cr

ane,

rat

her

than

gan

gway

−

Do

not

carr

y he

avy

obje

cts

by h

and

whi

le t

rans

ferr

ing

Miti

gatio

n: −Pe

ople

to b

e po

sitio

ned

at s

ide

of lo

ad w

hich

will

be

high

er in

the

even

t of e

mer

genc

y re

trac

tion,

and

no

pers

onne

l to

be a

t oth

er s

ide,

so

that

if th

e em

erge

ncy

retr

actio

n al

arm

sou

nds,

they

can

saf

ely

let

go o

f the

load

and

bra

ce w

ith b

oth

hand

s. (e

.g. p

erso

n is

alw

ays

at

WTG

sid

e of

load

, eith

er p

ushi

ng o

f pul

ling)

, if t

he g

angw

ay s

houl

d slo

pe u

p to

war

ds th

e W

TG d

urin

g em

erge

ncy

retr

actio

n

Gat

es

left

ope

n fo

llow

ing

(em

erge

ncy)

ga

ngw

ay

retr

actio

n

Fall

from

hei

ght

Prev

entio

n:

−M

inim

ise

num

ber

of e

mer

genc

y re

trac

tions

(see

abo

ve)

Miti

gatio

n:

−Pr

oced

ure

/ ope

ratio

nal r

estr

ictio

n to

info

rm t

eam

s ac

cess

ing

stru

ctur

e by

oth

er m

etho

ds (s

uch

as C

TV o

r he

licop

ter)

tha

t ga

tes

may

hav

e be

en le

ft o

pen

−

Rout

ine

haza

rd-s

pott

ing

chec

ks o

n ar

rival

at

stru

ctur

e

−U

se P

PE t

o pr

even

t fa

lls w

hen

clos

ing

open

gat

es

Acc

essi

ng

plat

form

w

ithou

t ga

tes

Fall

from

hei

ght

due

to c

limbi

ng

over

gua

rd r

ail

Prev

entio

n:

−Fi

t ga

tes

to a

ll st

ruct

ures

tha

t w

ill b

e ac

cess

ed u

sing

W2W

Miti

gatio

n:

−M

odify

end

of

gang

way

to

enab

le c

limbi

ng b

etw

een

gang

way

le

vel a

nd p

latf

orm

floo

r w

ithou

t ris

k of

fal

ling.

Thi

s m

ust

not

inte

rfer

e w

ith t

he e

mer

genc

y re

trac

tion

func

tion

Tab

le 3

: Haz

ard

s d

uri

ng

W2W

tra

nsf

ers

(co

nti

nu

ed)


28

5.3 EMERGENCY MANAGEMENT

5.3.1 Loss of power supply to the gangway

Gangway design should include a power reserve or non-vessel-dependent emergency power mode. In case of complete failure of power supply to the gangway this should allow for a safe disconnection and return of any transferee on the gangway to the vessel deck.

5.3.2 Gangway failure

Based on failure mode and effects analysis (FMEA), gangway design must allow for redundancy of critical parts so that a technical failure of any one component never leads to unacceptable risk to transferees. When such a failure occurs, transfers need to be terminated as soon as safely possible, and the gangway returned to the vessel deck where it can be repaired so that redundancy is re-established. If there are personnel stuck on offshore installations and the redundancy of the gangway is affected, a risk analysis must be carried out to make the decision whether or not to transfer these people back to the vessel.

5.3.3 Operator incapacitated

Gangway user interface (UI) and control design should allow critical functions of the gangway to be automated, so that in case the operator is incapacitated or 'frozen' when facing a scenario in which they are unable to take the appropriate actions, the safety of the transferee is not negatively affected. For instance, the reaction to a redundancy failure should be automated, with an option for the operator to temporarily override the automatic reaction.


29

6 PROTECTION AGAINST FALLING – SRL ON BOAT LANDING LADDER

Key principle:

Attachment to an SRL before stepping from the vessel to the ladder, and remaining attached while stepping from the ladder to the vessel, will ensure that people do not fall into the sea or onto the vessel deck.

Transferring from the bow of a vessel to a boat landing ladder presents a risk of falling, either when stepping over or when climbing the ladder. There are concerns about how SRLs interact with heaving vessels, as this can lead to people being 'picked up' if the vessel suddenly moves down. The following conditions need to be satisfied in order to enable safe transfer with continuous attachment:

− Transfer is taking place in suitable conditions, defined as:– vessel is holding steady position against boat landing during step-across, and– speed and distance of any vessel movement should be much less than SRL lock-

on limits:– When selecting an SRL, the specifier should identify the range and speed of

vessel movement that will be within acceptable limits for transfer procedure and ensure that the SRL will not lock on within these limits. This may involve obtaining information on lock-on characteristics from the SRL manufacturer.

– Data on the speed and range of bow movement can be captured using accelerometers, to quantify the demands on the SRL.

− Anchorage point should be positioned above the transferee to avoid exceeding SRL angle.

− Vessel and ladder/boat landing are compatible, i.e. sufficient safety zone to prevent crushing.

− Design and operation of SRL allows for limited vessel movement without activation:– If an operating procedure is proposed that involves manually introducing slack

into the system, then this should be checked with the SRL manufacturer, to ensure that it does not increase the height of a fall to the extent that the energy absorption capacity of the SRL is exceeded.

− Connector between SRL and harness should enable easy and fast one-handed connection/removal, while wearing gloves. This minimises the time during which a person is connected to the SRL, while still on the vessel.


30

7 PPE AND SYSTEM REQUIREMENTS FOR TRANSFER

Key principle:

PPE is the last protective measure in the hierarchy of control. As PPE is often limiting the mobility of a person during transfer and because a transfer can involve using multiple items of PPE, a risk-based approach to PPE should be adapted, as well as a check of the compatibility, to ensure that the combination of PPE will function effectively.

The following PPE is specific to transfer in an offshore wind farm. A risk-based approach should be taken for the use of additional WAH PPE. The key hazards associated with the absence of PPE are:

− falling – mitigated by using FAS during transfer, and

− drowning – mitigated by using PFDs that are International Convention for the Safety of Life at Sea (SOLAS) approved, PLBs and, in some instances, immersion suits.

7.1.1 Protection against drowning: PFD

As transfer involves moving around on the deck of a vessel, and stepping over water, a PFD must be worn, providing at least 275 N of buoyancy. PFDs with automatic inflation are used; hydrostatic triggering of inflation avoids the potential for unintentional inflation, which can occur due to moisture ingress on PFDs that are simply triggered by the presence of water. Note that PFDs for use in helicopters must not inflate automatically, so this can affect PPE provision on sites that use both vessel and helicopter access. A full risk assessment would be required if there are simultaneous operations on a site.

7.1.2 Protection against drowning: casualty location

PLBs can assist in locating a casualty who is in the water. Several types are available, with different functions, therefore correct selection is important. PLBs must be compatible with systems used on the site where they are to be worn, to ensure that a casualty can be located effectively and without delay.

PLBs are generally integrated into PFDs, which has several benefits:

− it avoids an inappropriately mounted PLB interfering with the inflation of the PFD;

− it ensures that the PLB antenna is correctly positioned;

− it ensures that the PLB cannot be mislaid or dropped, as long as the PFD is worn, and

− the inflated PFD will not obstruct the casualty's access to the PLB in case manual activation is required.

Where PLBs are not integrated into PFDs, it is important to ensure that:

− it does not interfere with PFD inflation;

− it is positioned such that the antenna is as high as possible in event of activation, and

− it can be accessed by the casualty when PFD is inflated.


31

PLBs can work in several different ways:

− Homing signals can be transmitted on 121,5 MHz; rescuers can use this to determine the direction of the casualty's location, but not its distance.

− ID and location information can be transmitted on 406 MHz to the Cospas–Sarsat satellite network. The information from the satellites is transmitted to a mission control centre, which verifies that the signal is from a genuine distress call (rather than an accidental activation) before passing information to the nearest rescue control centre, which will broadcast emergency information to vessels and activate emergency response resources such as search and rescue (SAR). However, this verification stage typically takes about 60 minutes. This method is therefore of little benefit in situations where potential rescuers (such as CTVs) are already close to the casualty.

− Personal automatic identification system (AIS) beacons.

− Beacons with very-high frequency (VHF) digital selective calling (DSC) broadcast a DSC distress alert (Mayday), which can be received by all standard VHF DSC marine radios within range, together with an identification (ID) number and global positioning system (GPS) coordinates of the casualty. The coordinates are refreshed every five minutes; therefore, this can also be an effective method of tracking casualties.

7.2 OTHER PPE FOR TRANSFER

Suitable clothing and PPE for transfer should include:

− Gloves must provide good grip on wet/slippery ladder, protect hands, maintain dexterity for attaching to/detaching from FAS, and not be degraded by saltwater.

− Footwear must be well-fitted, with good grip:– Bulky integrated boots may impede climbing.– Thick integrated waterproof socks, worn inside normal safety footwear, can

also impede climbing – either use an immersion suit with ankle seals (although these are easily damaged), or thin integrated socks that fit comfortably in normal safety footwear.

− Clothes worn under the immersion suit should provide sufficient insulation for prevailing weather conditions, given that the immersion suit itself is not insulated.


32

8 USE OF IMMERSION SUITS DURING STANDARD CTV TRANSFERS

Key principle:

During a standard CTV transfer, and with the use of an SRL, the risk of falling into the water is extremely low and if a fall into water does occur, and provided a suitable PFD is worn, the risk of fatality is even lower. A risk-based approach should therefore be adopted when evaluating the use of immersion suits.

The immersion suit has until recently been a fixed PPE for every transferee when the sea temperature falls below locally defined limits. However, with:

− the mandated use of FAS on offshore WTGs;

− improved levels of training;

− detailed transfer procedures;

− associated transfer equipment, including the implementation of quick release devices;

− improved vessel and vessel fender design, and

− better forecasting and weather monitoring technology,

the risk of falling into the water, whilst conducting a standard CTV transfer has been so significantly reduced when compared to historical 'free climbing' operations, that the requirement to wear immersion suits dependent on sea temperatures only, is no longer applicable. A risk-based approach should be used when evaluating the use of immersion suits and if certain conditions are met, a safe transfer can be executed without the use of an immersion suit.

It is not intended to remove the option to wear an immersion suit, which can still be worn if the individual technicians or teams prefer to do so. There is always a requirement to have a PFD available on the offshore structure in case of escape and abandonment, as well as it being industry best practice to have an immersion suit available when the water temperature is below locally defined limits.

This guidance is based on various studies, see Annex B.2, which have been made with the aim of assessing the risk of transfer without use of an immersion suit. The scope of this guidance is limited to any transfer from a CTV during daylight hours where there is good/unrestricted visibility, meaning that transfers in darkness is not considered.

8.1 RISK OF WATER ENTRY

To understand the risk when transferring without use of immersion suit it is important to understand:

− the likelihood of water entry during transfer, and

− the risk of fatality due to water entry.


33

8.1.1 Likelihood of water entry

Since the end of 2016, there is no record of any person performing a standard transfer entering the water. It is therefore suggested that the likelihood of unplanned water entry, whilst undertaking a standard CTV transfer, is extremely low. It is assumed that the transferee is clipped on to an FAS/SRL during transfer.

An Event Tree has been constructed, which describes the sequence of events during transfer (ascent and descent). The Event Tree methodology provides a structured assessment, which establishes a series of events that have the potential to result in water entry, see Annex A.1. The Event Tree estimates that the average risk of water entry during transfer is 9,5E-7 transfer. This can be expressed in simple terms as:

− If a technician is doing one offshore structure transfer per day (two transfers – one up and one down) 180 days a year, he should work 5 700 years for every statistical water entry during transfer.

− If an operator is responsible for 100 000 transfers per year, the operator would statistically experience a water entry once in every 10 years.

− Statistically, for every 1 million transfers, one water entry would be expected.

For ascending the structure, the major risk contributor to the risk of water entry is standing on the vessel in the transfer zone and waiting to be allowed to transfer in moderate and rough weather. The reason for the increased risk is potential vessel movements due to weather/wave conditions.

8.1.2 Risk of fatality due to water entry

Section 8.1 has considered the risk of water entry. This section looks at the potential impact of water entry, see Annex A.1. There are two main considerations that need to be understood when assessing the risk of a fatal outcome from an unintended water entry during CTV transfer:

− cold shock-induced heart attack or drowning may cause a fatality within a relatively short time after water immersion (minutes), and

− drowning and hypothermia because of ineffective rescue i.e. the time from immersion to rescue is too long.

PFDs, when self-turning and after inflation, ensure the face is kept free of the water. Also, it is expected that crews can perform a successful MOB rescue. In the case of transfer, the vessel will be at the scene of the incident, and therefore a rapid response time would be expected.

Average survival times are shown in Table 4. These times are for those immersed with their head out of the water. Thanks to the use of PFD and a trained vessel crew with fast rescue times, it is assessed that a fatality during transfer due to not wearing the immersion suit is close to unlikely.


34

Table 4: Average (50 % survive) survival times (hours) for lightly clad males, from various authors (Golden and Tipton, 2002)

Water temp. Molnar Hayward Golden Tikuisis

5 °C 1 2,2 1 2,2

10 °C 2,2 2,9 2 3,6

15 °C 5,5 4,8 6 7,7

8.2 RECOMMENDATIONS ON IMMERSION SUIT USE

A risk-based approach should be used when evaluating the use of immersion suits during standard CTV transfers. The scope of this section is strictly limited to covering the mandated use of immersion suits for a standard transfer (between a CTV and an offshore structure ladder section) when sea water temperatures fall on or below locally defined limits.

Risk assessments should be created to examine the use of immersion suits and should include active technician participation, robust consideration of local site conditions, facilitation by competent persons and appropriate 'sign off'. Annex A.2 shows a basic bow-tie diagram indicating typical controls and mitigations that could be available on individual wind farms. Annex A.3 shows an example transfer risk assessment. The duty holder and risk assessment team will need to amend and evaluate as per local conditions.

Transfer competencies of technicians and crew vessel are vital. It must be assured through training and efficient on-boarding at site level.

Performance standards should be created and included in the duty holder's emergency response plans, detailing how quickly a person in the water can be safely retrieved. MOB and fall from ladder exercises and drills should be completed at pre-defined levels. For example:

− each vessel will be able to demonstrate how often MOB drills are conducted reflecting fall from foundation ladder (suggest bi-monthly);

− all vessel crew should participate in these MOB drills prior to being allowed to operate non-supervised and any difficulties to be identified and remedied, and

− the time taken to remove a casualty from the sea should ideally be less than 15 minutes.

8.3 COMPATIBILITY AND SUITABILITY OF IMMERSION SUITS, PFDS AND HARNESSES

When an immersion suit is used for transfer, it is important to consider that the combination of immersion suit and PFD must be compatible with each other:

− The buoyancy of an immersion suit will tend to raise the wearer's legs, counteracting the action of the PFD and resulting in a horizontal position in the water, thereby reducing the clearance of the casualty's face above the water, and increasing the risk of drowning by water inhalation.

− ISO 15027-1:2012 requires manufacturers of immersion suits to state which type(s) of PFD the suit is compatible with.


35

The immersion suit and PFD also need to be suitable for climbing:

− They need to be compatible with the harness, such as ensuring that the attachment point remains accessible and the harness can be properly adjusted – slack leg loops can cause injury in the event of a fall.

− The collar of the suit/PFD should not prevent the transferee from looking up, when wearing a helmet.

− Immersion suits should be lightweight and flexible, so as not to impede movement.


36

ANNEX A

A.1 EVENT TREE – WATER ENTRY

Appendix 2 Ørsted SGRE report A Review of the mandated use of immersion/dry suits

Appendix 2 – Event Tree note

Contents1. Introduction and main outcome ......................................................................... 352. The Event Tree ................................................................................................... 353. Risk of fatality related to water entry .................................................................. 374. Event Tree Diagram ............................................................................................ 39

1. Introduction and main outcome

This memo will elaborate on some key assumptions and the central findings from the Event Tree analysis used to support the risk assessment about transfer with or without immersion suit.

The main outcomes are:1) The likelihood of falling into the water during ascent or descent is roughly: 9,5E-7/

transfer or one time per 1 million transfer or 0,00000095 % per transfer.2) If you are unfortunate enough to enter the water in the North Sea you will have a

99,5 % chance of survival, providing you are wearing appropriate life vest and the vessel crew is trained to rescue you within 20 min.

To put risk for unintentional water entry during a transfer situation into more understandable terms, it is equivalent to:

− If a technician is doing one transfer per day (up and down) 180 days a year, he should work 5 700 years for every statistical water entry during a transfer.

− If an operator is responsible for 100 000 transfers per year the operator would statistically experience a water entry once in every 10 years.

− For every 1 million transfers we should experience one fall into water.

2. The Event Tree – water entryØrsted and SGRE do in the range of 150 000 transfers per year (174 500 in 2017) and have installed and operated offshore wind farms for over a decade. The two companies have no records of water entry related to transfer in 1he operational history. The number of transfers has increased over the years due to an increasing operational fleet as well as increasing project activity, hence the total number of transfers during the operational history is not 10 times the 2017 number. For all the members of G+, it is estimated that in the range of 700 000 transfers were conducted during three years from 2014 to 2017 and there is no knowledge about any water entries in relation to transfers.

When comparing the operational history to the risk profile established with the Event Tree, this indicates the Event Tree may predict a conservative risk profile, as the Event Tree based risk profile would suggest that water entry statistically should have already occurred in the industry.


37

It shall be noted that the statistical part of the Event Tree cannot be expected to provide absolute numbers,but it is very useful to understand the risk picture and how different events contribute to the overall risk. The numbers used in the Event Tree are generally very conservative assumptions. This is a deliberate approach to ensure that the assessment will be based on a principle of precaution. It means the risk related to not wearing a immersion suit is expected to be lower than calculated.

In the Event Tree, it is assumed that the immersion suit will not affect the likelihood of falling in water, neither in a positive nor negative way.

The risk of falling in water during a transfer is expected to largely depend on the weather and in particular the sea state; the Event Tree considers three different weather conditions – calm, moderate and rough. The conditions shall be considered in relation to the transfer vessel's capabilities rather than the full range of conditions which can be observed in the North Sea. This means that moderate weather may not be exactly the same for two different vessels.

Based on result from the Event Tree, it can be observed that the risk of falling into water is distributed as can be seen in Table A.1.

Table A.1: Risk of falling into water

Conditions Risk of falling in water

Percentage of total risk*

Asc

ent Calm weather 7,6E-08 7 %

Moderate weather 3,6E-07 38 %

Rough weather 2,6E-07 27 %

Des

cent Calm weather 3,4E-08 4 %

Moderate weather 9,1E-08 10 %

Rough weather 1,3E-07 14 %

Total 9,5E-07 100 %

*Calculation of the percentage of total risk.

Example Rough weather decent: 1,3E-07/9,5E-07 = 14 %

The distribution of transfer between the different weather conditions is listed in Table A.2. It means that it is assumed that 60 % of all transfers takes place in calm weather conditions – i.e. conditions which will mean highly predictable movements of the vessel during transfer.


38

Table A.2: Assumed distribution of occurence of transfers in different weather conditions

Conditions Assumed distribution of occurrence of transfers in different weather conditions

Calm weather ascent 60 %

Moderate weather ascent 35 %

Rough weather ascent 5 %

One step in the transfer process contributes the greatest risk of the overall risk profile. When standing on the vessel in the transfer area waiting to connect to the fall arrest system, if the vessel moves unexpectedly, there is a small risk the technician can fall. As there is no guardrail towards the foundation and the technician is not yet hooked on to the fall arrest system, there is a slight risk the technician can fall into the water.

The combined risk of waiting to connect in the transfer area in rough and moderate conditions accounts for 60 % of the total risk profile.

In the Event Tree analysis, the focus has been on the risk of falling into water. It has been decided not to consider any injuries or fatalities which could occur during a transfer, e.g. if a technician falls from the ladder and during this fall strikes the structure or the vessel before ending in the water, the impact would likely have severe consequences and the use of an immersion suit will make little difference. This is a methodical decision in order to keep the assessment simple.

3. Risk of fatality related to water entry during a transferThere are two main scenarios to consider with regard to fatality related to water entry during transfer between TP and CTV:1) The cold shock producing respiratory and cardiac responses and drowning which

may cause fatality within a relative short time after water immersion (0 – 20 min).2) Drowning and hypothermia as a result of ineffective rescue i.e. if the time from

immersion to rescue is too long (>20 min).

Note that in either case an appropriate lifejacket will be worn, so immersion without lifejacket is not considered.

In Table A.3, the risk related to water entry has been broken down into these two categories. Under each category, a number of conditions and assumptions have been explained; each has an important role in the outcome of an unplanned water entry. Using these assumptions, a second Event Tree has been created, which predicts the risk of fatality related to unplanned water entry during a transfer and allows comparison between water entry with or without an immersion suit.


39

Table A.3: Risk related to water entry

1 – Cold shock

Scenario Risk Elaboration

Risk of fatality after falling into water

− rescued within 20 min − wearing lifejacket

(not immersion suit)

0,1 – 1 % Suitable lifejacket keeps airways free preventing drowning due to cold shock – inhalation of water due to hyperventilation etc. but do not protect against cardiac arrest caused by cold shock

Hypothermia is not a concern during the first 20 min

Risk of fatality after falling into water

− person is rescued within 20 min

− wearing lifejacket AND immersion suit

0,1 – 0,3 %

The immersion suit reduces slightly the impact from cold shock

Hypothermia is not a concern during the first 20 min

2 – Drowning and hypothermia due to prolonged rescue time

Scenario Risk Elaboration

Risk that a man over board during transfer is not rescued by CTV within 20 min

1 – 2 % The risk is estimated conservatively as the CTV will be right next to the MOB and the crew will be trained in doing MOB operations in the transfer scenario

Note: this is not the risk of a fatality but the risk of a failed rescue situation. Combined with the next scenarios the risk of a fatal outcome can be predicted

Risk of fatality when falling into water during transfer

− person is not rescued within 20 min

− wearing lifejacket (not immersion suit)

5 – 20 %

Fatality due to hypothermia or drowning. Lifejacket is equipped with PLB (personal locator beacon) and CTV is equipped with locator unit

Lifejacket does not protect against hypothermia

Risk of fatality when falling into water during transfer

− from a small vessel − person is not rescued within 20 min

− wearing lifejacket AND an immersion suit)

1 – 3 % Fatality due to hypothermia or drowning

Lifejacket is equipped with PLB and CTV is equipped with locator unit

Immersion suit protects against hypothermia

In Figure A.1, one scenario from the Event Tree is illustrated.


40

With immersion suit (Min)3

1

1,00

Fall in water

Risk of stayingin water morethan 20 min

Risk of fatalitybelow 20 min

Risk of fatalitymore than

20 min

0,98

0,02 0,09

0,01

Fatality rate 0,0012

2,00E-04 Fatality

9,80E-04 Fatality

1,98E-02 Are safely rescue after 20 min or brough back to life using CPR

0,98 Are safely rescue to the vessel according to procedure0,999

0,00

N

Y

N

Y

N

Y

2 3 4

Figure A.1: Event Tree for risk of a fatality in water for one of the four cases

The range of the risk based on the numbers in Figure A.1 is illustrated in Table A.4.

Table A.4: Range of the risk based on numbers from the Event Tree

Min Max

Fatality rate (without immersion suit)

0,002 ~ 2 per thousand water entries


Fatality rate (with immersion suit)



Fatality rate difference between wearing immersion suit and lifejacket or only lifejacket



The risk of a fatal outcome related to water entry during a transfer is slightly higher when immersion suit is not used. The benefit of wearing an immersion suit is between 1/100 to 1/1 000 water entry which equates to an increase in risk of fatality per transfer of 9,5E-9 to 9,5E-10.


41

. Event Tree Diagram

Transferinitiated

0,05 N 0,9995 0,9995N

1,00Y

0,0010Y

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0,5Y

0,05Impact by vessel

Impact by vessel

Y

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Goto (2)

Goto (1)

Goto (2)

Goto (2) or goto (3)

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N1,00E-05

1,19E-051,19E-10

1,25E-05

Y

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(3)

(3)

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0,049949503

2,50E-11

3,12E-11

4,75E-10

9,37E-11

4,74E-078,49E-09

2,50E-08

7,49E-111,87E-10

1,12E-10

1,78E-08

6,24E-07

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3,12E-09

3,12E-09

1,87E-10

6,25E-10

2,35E-059,89E-07

6,24E-08

1,87E-07

2,47E-07

4,99E-10

Fatal - Fall >15m hitting structureSuccesfull climp

Fall >15m end in water

Fall direct in water

Fatal - Fall >15m hitting structure and fall in water

Fall >3m Hitting structure and fall in water

Succesfull climpImpact injury to transferee

Fall (<1m) and impact injury to transferee

Fall >3m hitting structureFall >3m hitting structure ends in water

Impact injury to transferee

Safelanding back on deck

Impact injury to transferee from Vessel






Safelanding back on deckSafelanding back on deck





boat

0,75Boat

0,75Boat

0,05Water

0,25Water

0,25Water

0,99Boat

0,01Water

0,85Platform

Y 2,00E-07

Y 5,00E-04

Y 5,00E-04

N 1,00E-03

1,00E-05

1,19E-08

1,25E-08

1,19E-13

2,00E-05 Observation


Fall in transferzone1 no SRL

Fall duringStep across

Fall duringClimpingLadder

Fall duringEnter

Platform

Fall fromplatform

Fall fromladder

Potential hang-up or fall

Loss contact with ladder Potential hang-up or fall

Fall to..

0,50 Deck/deckrail

0,05 Water

0,25 Water

0,95 TP structure

0,75 TP structure

0,95 None0,05 Deck/deckrail

0,20 Deck/deckrail0,50 Deckrail and overs

0,30 crew

0,95 None0,04 Safelanding

0,50 water

0,50 TP structure

0,01 Deck/Deckrail

0,95 None0,04 Safelanding

0,25 water

0,75 TP structure

0,01 Deck/Deckrail

0,50 Deckrail and overs

Impact to..

Attached toyoyo and

PPE workingFall arrestlocked on

Impact fromVessel (eg asbow is rising)

Not used Fallin transfer

zone2 with SRL

Attached toyoyo and

PPE working

1 2

Access during rough weather

3 8 10 11 1296 74 5

Transferinitiated

0,05 N 1,00 1,00N(3) (1) (2)

1,00E-03

9,99E-09

N

Goto (3)

Goto (1)

Goto (2)

N 1,0E+00 N 1,00E+00

Y 5,00E-04Error during step across(Potential hang-up or fall)

N 1,0E+00Y 5,00E-04 Y 0,01 Y 0,5000

2,50E-14

4,75E-13

8,50E-12

5,00E-135,00E-13

3,12E-10

9,37E-10

2,37E-10

2,26E-08

9,50E-10

3,09E-08

9,28E-08

6,24E-07

2,46E-07

2,34E-05

9,85E-07

0,05 Water

0,25 water

0,25 water

0,25 water

0,75 TP structure

0,75 TP structure

0,75 TP structure

0,95 TP structure



0,50 Deck/deckrail

0,20 Deck/deckrail

0,01 Deck/deck guardrail

0,01 Deck/deck guardrail

0,40 crew

0,99 None

0,95 None

0,95 None



0,04 Safelanding

0,04 Safelanding

0,01 Deck/deckrail

3,12E-11

9,37E-11

1,50E-10

7,50E-11

1,50E-10

4,95E-07

4,99E-09

4,99E-02

6,25E-09

Fall >15m end in water



Fatal - Fall >15m hitting structure and fall in waterFatal - Fall >15m hitting structure
















Impact injury to transferee and crew

Goto (1)

Fall (<1m) and Impact injury to transferee

Succesfull climp


1,19E-07

1,25E-07

Goto (1)

Goto (2)

1,25E-05

1,2E-05

0,10Boat

0,05Water

0,75Boat

0,25Water

0,95Boat

0,05Water

0,995Boat

0,005Water

0,85Platform

Y 0,05

N 0,99

N 0,95

Y 0,05

N 0,95

Y 0,5000

N 0,5000

N 0,001

Y 0,999

N 0,5000

Y 2,00E-07

Y 1,0E-05 Y 0,999

N 0,0010

Y 0,999

Fall duringLeavingPlatform

Fall duringClimpingLadder

Attachto yoyo

Impact fromVessel (eg asbow is rising)

Fall fromPlatform

Potential hang-up or fall

Fall fromLadder

Fall to.. Impact to..Fall arrestlocked on

Error duringstep across

Fall in transferzone1 no SRL

Using fallarrest attached

to Yoyo

Not used (Fall intransfer zone2

with SRL)

1 2

Descent during rough weather

3 8 10 11 1296 74 5


42

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s in

rad

ioco

ntac

t w

ith o

ther

vess

els

in a

rea

Wav

e Ra

dar

Mon

itorin

g sy

stem

tha

tm

easu

res

wav

e he

ight

san

d en

able

s op

erat

ions

team

s to

ass

ess

viab

ility

of

voya

ge

Wea

ther

for

ecas

ting

data

fro

m f

orec

asts

,w

ave

buoy

s, w

eath

erra

dar

and

win

d sp

eeds

enab

le g

ood

voya

gepl

anni

ng

Poor

Wea

ther

cond

ition

s in

clud

ing

ice

form

atio

n

Safe

ty C

ritic

al r

ole

Safe

ty C

ritic

al r

ole

Tech

nici

an f

eedb

ack

Tech

nici

ans

use

inte

rnal

rep

ortin

gm

echa

nism

s to

iden

tify

vess

els

and

crew

sw

hich

fal

l bel

owre

quire

men

ts a

ndex

pect

atio

ns

Ves

sel c

rew

indu

ctio

nto

site

s an

d tr

ansf

erpr

oced

ure

Ves

sel c

rew

ass

esed

at

site

prio

r to

depl

oyem

ent

and

dem

onst

rate

unde

rsta

ndin

g of

tran

sfer

pro

cedu

re

Ves

sel C

rew

s au

dite

dan

d ce

rtifi

catio

nsch

ecke

d

Ves

sel c

rew

s su

itabi

lity

asse

ssed

Lack

of

vess

el c

rew

com

pete

nce

Feed

back

fro

m V

esse

lC

rew

s or

oth

erte

chni

cian

s

If te

chni

cian

s no

tfo

llow

ing

prot

ocol

or

are

disr

utiv

e et

c ve

ssel

crew

s or

oth

er t

eam

mem

bers

fee

dbac

kac

cord

ingl

y

GW

O t

rain

ing

and

tran

sfer

pro

cess

Tech

nici

ans

cert

ified

unde

r G

WO

tra

inin

gan

d m

ade

awar

e of

loca

l and

site

spe

cific

tran

sfer

pro

cess

Tech

nici

ans

rece

ive

site

spe

cific

tra

nsfe

rtr

aini

ng

Tech

nici

ans

unde

rtak

esi

te in

duct

ion

and

site

base

d tr

ansf

er t

rain

ing

Lack

of

com

pete

nce

tech

nici

an

Ves

sels

und

erta

kesu

itabi

lity

anal

ysis

Ass

essm

ent

of f

ende

rsy

stem

, tra

nsfe

rpr

ecau

tions

etc

Ves

sel P

rocu

rem

ent

proc

ess

Ves

sels

cho

sen

via

proc

urem

ent

proc

ess

to b

e be

st s

uite

d to

site

cond

ition

s an

dco

mpa

ny r

equi

rem

ents

Poor

ves

sel d

esig

n

Safe

ty C

ritic

al r

ole

SOLA

S ap

prov

edlif

ejac

ket

with

spr

ayho

od

SOLA

S 27

5N w

ithcr

otch

str

aps

and

spra

yhoo

d

Firs

t A

id E

quip

men

t

Suita

ble

and

suff

icie

nteq

uipm

ent

rapi

dly

avai

labl

e w

hen

requ

ired

for

use

Man

ove

rboa

rdre

actio

n tim

es

MO

B sk

ills

prac

ticed

and

times

use

d as

perf

orm

ance

indi

cato

ran

d in

clud

ed in

site

emer

genc

y re

spon

sepl

ans

Firs

t A

id

GW

O o

r si

mila

r fir

st a

idtr

aini

ng (i

nclu

ding

whe

re a

pplic

able

enha

nced

firs

t ai

d)av

aila

ble

on v

esse

l or

at in

cide

nt s

cene

insu

itabl

e tim

e to

del

iver

first

aid

req

uire

men

tsto

cas

ualty

GW

O s

ea s

urvi

val

trai

ning

Trai

ning

incl

udes

resc

ue f

rom

wat

er a

ndco

rrec

t w

earin

g of

lifej

acke

ts

Site

Em

erge

ncy

resp

onse

pla

ns

Site

ERP

det

ails

resp

onse

tim

es f

orm

edic

al a

ssis

itanc

ean

d M

OB

Serio

us in

jury

or

deat

h

Safe

ty C

ritic

al

Safe

ty C

ritic

al

Bow

tie d

iagr

am b

arrie

r co

lor

key

Tend

to

be e

lect

roni

c sy

stem

min

imal

hum

anin

tera

ctio

nSy

stem

s th

at h

ave

an e

lem

ent

of h

uman

invo

lvem

ent

Syst

ems

relia

nt o

n hu

man

beha

viou

r

3

For

full

size

d im

age

see

http

s://w

ww

.gpl

usof

fsho

rew

ind.

com

/wor

k-pr

ogra

mm

e/gu

idel

ines

/doc

umen

ts


43

A.3

EX

AM

PLE

TRA

NSF

ER R

ISK

ASS

ESSM

ENT

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

Titl

e o

f th

is s

pec

ific

risk

ass

essm

ent:

Tra

nsf

er f

rom

ves

sel t

o s

tru

ctu

re a

nd

bac

k

Loca

tio

n:

Act

ivit

y/ta

sk: T

ran

sfer

N

ext

revi

ew:

Ass

esse

d by

:A

ppro

ved

by:

Dat

e:C

onse

quen

ce x

Fr

eque

ncy

= R

isk

Revi

son

No:

C

onse

quen

ce

x Fr

eque

ncy

=

Res

idu

al R

isk

No

.H

azar

dC

ause

Peo

ple

at

Ris

kC

on

tro

l mea

sure

s

CF

H-M

-LC

FH

-M-L

1Pu

ttin

g on

PP

E –

vess

el

mov

emen

ts

Slip

s an

d tr

ips,

im

pact

inju

ries

Tran

sfer

eeC

3F3

MBy

nor

mal

wea

ther

con

ditio

ns: 1

0 m

in. b

efor

e ar

rivin

g at

TP,

ves

sel C

apta

in c

alls

tra

nsfe

rrin

g pe

rson

nel t

o pu

t on

PPE

. If

Cap

tain

con

side

rs

that

wea

ther

con

ditio

ns a

re m

argi

nal a

nd c

an

lead

to

slip

s an

d fa

lls, h

e or

ders

tra

nsfe

rrin

g pe

rson

nel t

o re

mai

n se

ated

unt

il ve

ssel

is

secu

red

agai

nst

win

d or

fou

ndat

ion

and

then

to

put

on

PPE.

Thi

s is

ent

irely

the

Cap

tain

's

deci

sion

C3

F1L

2A

cces

s to

de

ck t

rans

fer

area

– v

esse

l m

ovem

ents

, sl

ippe

ry, i

cy,

obje

cts

on

deck

Slip

s an

d tr

ips,

im

pact

inju

ries

Tran

sfer

ee,

deck

han

dC

3F3

MV

esse

l Cap

tain

che

cks

that

the

wea

ther

co

nditi

ons

are

suita

ble

(win

d, w

ave,

ice,

sto

rm

etc)

. Tra

nsfe

rrin

g pe

rson

nel r

emai

n se

ated

un

til v

esse

l is

secu

red

agai

nst

foun

datio

n.

Cre

w g

ive

orde

r th

at t

hey

can

mov

e fo

rwar

d.

Dec

k fr

ee f

rom

obs

truc

tions

. Dec

k an

d la

dder

pr

epar

ed w

ith a

nti-i

cing

che

mic

als,

whe

n ap

prop

riate

. Tra

nsfe

rrin

g pe

rson

nel k

eep

hand

s fr

ee t

o ho

ld r

ailin

gs

C3

F1L


44

3G

ener

al

cond

ition

s fo

r tr

ansf

er

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

el

and

stru

ctur

e,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F2

MC

rew

mem

bers

to

be c

ompe

tent

, inf

orm

ed

and

to b

e tr

aine

d in

the

pro

cedu

re.

Tran

sfer

ee t

o be

com

pete

nt, i

nfor

med

and

to

be t

rain

ed in

the

pro

cedu

re. A

ll tr

ansf

eree

s m

ust

have

att

ende

d a

GW

O S

ea S

urvi

val

cour

se, i

nclu

ding

tra

nsfe

r fr

om b

oat

to b

oat

and

from

boa

t to

off

shor

e in

stal

latio

n an

d G

WO

Wor

king

at

Hei

ght

cour

se

All

pers

ons

mus

t be

phy

sica

lly fi

t en

ough

to

unde

rtak

e th

e al

loca

ted

wor

k as

sign

men

ts.

(dem

onst

rate

d by

rel

evan

t O

ffsh

ore

Med

ical

ce

rtifi

cate

) C

rew

con

tinua

lly a

sses

s se

a co

nditi

on f

or

suita

bilit

y fo

r tr

ansf

er

Body

che

ck f

or P

PE a

nd lo

ose

item

s D

eckh

and

wea

rs h

ard

hat,

saf

ety

foot

wea

r,

glov

es, l

ife v

est,

PLB

, saf

ety

belt

with

wor

k ro

pe f

or p

ositi

onin

g V

esse

l equ

ippe

d w

ith c

rew

find

er

MO

B dr

ills

to b

e do

ne r

egul

arly

Tr

ansf

eree

fol

low

s gu

idan

ce f

rom

dec

khan

d an

d sk

ippe

r Sk

ippe

r, d

eckh

and,

tra

nsfe

ree

to c

ontin

uous

ly

asse

ss if

tra

nsfe

r is

saf

e –

also

bet

wee

n th

e in

divi

dual

tra

nsfe

rs. A

ves

sel d

rop

or if

ves

sel

is f

orce

d aw

ay f

rom

boa

t la

ndin

g –

then

a

reas

sess

men

t m

ust

be d

one

Mak

e ev

eryo

ne a

war

e th

at e

ach

indi

vidu

al

(Ski

pper

, dec

khan

d an

d tr

ansf

eree

) has

the

rig

ht t

o ca

ll fo

r a

stop

D

ista

nce

betw

een

ladd

er r

ung

and

oute

r ve

ssel

fe

nder

sho

uld

be b

etw

een

500

and

650

mm

N

o lif

ting

of e

quip

men

t to

tak

e pl

ace

durin

g tr

ansf

er

Rem

oval

of

safe

ty-c

ompr

omis

ing

alga

e,

seaw

eed

and

bird

gua

no

C4

F1M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


45

4Tr

ansf

er

from

ves

sel

to s

truc

ture

la

dder

–

vess

el

mov

emen

ts

due

to

wav

es, t

rip

haza

rd d

ue

to r

etra

ctio

n lin

e

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

el

and

stru

ctur

e,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F2

MD

eckh

and

chec

ks y

o-yo

is f

unct

iona

l, an

d th

at

ladd

er is

fre

e fr

om ic

e, s

lippe

ry a

lgae

or

bird

gu

ano

Tran

sfer

ee t

o ke

ep c

lear

of

the

fend

er a

rea

until

the

com

man

d 't

rans

fer'

D

eckh

and

stan

ds w

ith f

ace

tow

ards

win

d di

rect

ion.

Pla

ces

the

retr

actio

n lin

e ov

er

tran

sfer

ee's

sho

ulde

r cl

oses

t to

him

(avo

idin

g lin

e en

tang

led

in le

gs).

Tran

sfer

ee a

ttac

hes

to

yo-y

o on

ves

sel w

ith s

uita

ble

slac

k w

ire f

rom

de

ckha

nd (d

o no

t w

rap

tight

rou

nd h

and)

and

cr

osse

s to

TP

whe

n de

ckha

nd a

llow

s tr

ansf

er

Dec

khan

d re

leas

es y

o-yo

wire

in c

ontr

olle

d m

anne

r so

it d

oes

not

hit

tran

sfer

ee's

fac

e D

eckh

and

cons

tant

ly o

bser

ves

wav

es f

or

corr

ect

time

of t

rans

fer

100

% c

once

ntra

tion

on t

rans

fer

– no

di

stra

ctin

g ta

lkin

g If

vess

el m

oves

beg

in c

limbi

ng u

p fa

st

C3

F1L

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


46

5Tr

ansf

er

from

ves

sel

to s

truc

ture

la

dder

–

Co

nd

itio

n:

Yo-y

o n

ot

fitt

ed o

r d

amag

ed

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

el

and

stru

ctur

e,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F3

HD

oubl

e ho

ok la

nyar

d te

chni

que

– ex

cept

iona

l ci

rcum

stan

ces

– on

ly t

o be

use

d if

SRL

is

inop

erab

le a

nd t

here

is a

nee

d to

acc

ess

to

repa

ir/re

plac

e th

e da

mag

ed S

RL. O

nly

othe

r tim

e do

uble

hoo

king

is p

erm

itted

is if

res

cuin

g so

meo

ne f

rom

ladd

er in

an

emer

genc

y.

Onl

y on

e pe

rson

on

ladd

er a

t a

time.

D

oubl

e la

nyar

d te

chni

que:

A

scen

t: W

hen

told

to

do s

o by

dec

khan

d,

pers

on c

ross

es t

o TP

, clim

bs a

ppro

xim

atel

y 2m

/ 5

rung

s ab

ove

the

vess

el, a

ttac

hes

1st

lany

ard

(not

bel

ow c

hest

hei

ght)

, clim

bs 2

m

ore

rung

s, a

ttac

hes

2nd

lany

ard.

Ves

sel t

o ba

ck a

way

fro

m la

dder

at

this

poi

nt. R

emov

e 1s

t la

nyar

d an

d re

peat

. At

top

of la

dder

, or

at

poin

t of

wor

k on

ladd

er, t

he h

ighe

st la

nyar

d m

ust

rem

ain

atta

ched

abo

ve h

ead

heig

ht. I

f w

orki

ng o

n la

dder

to

retr

ieve

fal

l arr

est

rope

/w

ire o

r re

pair

SRL

unit,

wor

k po

sitio

ning

bel

t m

ust

be u

sed.

Lan

yard

mus

t st

ay a

ttac

hed

until

clim

ber

has

step

ped

onto

pla

tfor

m a

nd

gate

is c

lose

d. V

esse

l app

roac

hes

WTG

aga

in

and

push

es o

nto

ladd

er o

nce

pers

on h

as

reac

hed

plat

form

and

gat

e is

clo

sed.

NO

TE:

Alw

ays

mai

ntai

n at

tach

men

t of

at

leas

t 1

lany

ard

with

a s

paci

ng o

f 2

rung

s, n

o lo

wer

th

an c

hest

hei

ght

and

mai

ntai

n 3

poin

ts

of c

onta

ct. B

e aw

are

of b

ypas

sing

sho

ck

abso

rber

– n

ever

leav

e on

e ho

ok a

ttac

hed

to

body

whe

n cl

ippe

d on

to

stru

ctur

e

C4

F2M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


47

6A

cces

s to

st

ruct

ure

plat

form

fr

om la

dder

. Eg

ress

fro

m

stru

ctur

e pl

atfo

rm t

o la

dder

–

mov

ing

from

la

dder

to

plat

form

and

vi

ce v

ersa

Fall

from

hei

ght,

sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F2

MA

cces

s: T

rans

fere

e at

tach

ed t

o yo

-yo,

che

ck

for

corr

ect

oper

atio

n or

dam

age

befo

re

use.

Ste

p th

roug

h pl

atfo

rm g

ate

befo

re

disc

onne

ctin

g yo

-yo

Egre

ss: T

rans

fere

e aw

aits

sig

nal f

rom

de

ckha

nd, a

ttac

hes

to y

o-yo

bef

ore

open

ing

gate

, slin

gs r

etra

ctio

n lin

e ov

er s

houl

der

clos

est

to d

eckh

and

(thu

s av

oidi

ng g

ettin

g lin

e en

tang

led

in le

gs),

clim

bs d

own

C3

F1L

7Tr

ansf

er

from

st

ruct

ure

to

vess

el –

ve

ssel

m

ovem

ents

du

e to

w

aves

, trip

ha

zard

due

to

ret

ract

ion

line

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

el

and

stru

ctur

e,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F2

MC

rew

con

tinua

lly a

sses

s se

a co

nditi

on f

or

suita

bilit

y fo

r tr

ansf

er

Use

of

KO

NG

fro

g co

nnec

tor

– ea

sy r

elea

se

Dec

khan

d co

unts

dow

n tr

ansf

eree

from

5 s

teps

ab

ove

vess

el. A

t 1, t

rans

fere

e st

ops,

orie

ntat

es

tow

ards

ves

sel,

turn

s ha

lfway

roun

d, s

teps

ov

er o

n ve

ssel

dec

k, re

leas

es fr

og c

onne

ctor

im

med

iate

ly w

hen

cont

act w

ith v

esse

l dec

k If

cond

ition

s ch

ange

, dec

khan

d ha

s th

e fo

llow

ing

com

man

ds: A

BORT

, UP,

DO

WN

C3

F1L

8Tr

ansf

er

from

TP

to

vess

el

Co

nd

itio

n:

Yo-y

o n

ot

fitt

ed o

r d

amag

ed

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

el

and

stru

ctur

e,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F3

HD

oubl

e ho

ok la

nyar

d te

chni

que

only

as

an

exce

ptio

n if

fall

arre

st s

yste

m is

inop

erab

le

and

ther

e is

no

way

to

repa

ir/re

plac

e th

e da

mag

ed f

all a

rres

t sy

stem

. Tra

nsfe

ree

mus

t co

nnec

t 1

lany

ard

abov

e ch

est

heig

ht b

efor

e st

eppi

ng t

hrou

gh t

op g

ate

onto

ladd

er

Star

ts u

sing

dou

ble

hook

lany

ard

tech

niqu

e D

eckh

and

stop

s hi

m 2

m/5

run

gs a

bove

ves

sel

Whe

n di

scon

nect

ed, t

rans

fere

e is

cou

nted

do

wn

by c

rew

man

and

ste

ps b

ackw

ards

ont

o ve

ssel

whe

n in

stru

cted

If

cond

ition

s ch

ange

dec

khan

d ha

s th

e fo

llow

ing

com

man

ds: A

BORT

, UP,

DO

WN

O

nly

one

pers

on o

n la

dder

at

a tim

e

C4

F2M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


48

9Tr

ansf

er

at n

ight

or

dur

ing

win

ter

– ex

tern

al

cond

ition

s ad

ding

ext

ra

haza

rds

to t

he

oper

atio

n

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

el

and

stru

ctur

e,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F3

HSk

ippe

r ch

ecks

wea

ther

con

ditio

ns a

re

suita

ble

(win

d, w

ave,

ice,

sto

rm e

tc).

If ic

e id

entifi

ed o

n bl

ades

, WTG

or

foun

datio

n,

cont

act

Ons

hore

Poi

nt o

f C

onta

ct

Dec

k an

d tr

ansf

er a

rea

wel

l lit

Tran

sfer

ring

pers

onne

l wea

r su

itabl

e cl

othi

ng

for

cold

wea

ther

con

ditio

ns. H

ead

torc

h at

tach

ed t

o he

lmet

; bat

terie

s ch

ecke

d D

eck

free

fro

m o

bstr

uctio

ns. D

eck

and

ladd

er p

repa

red

with

hot

wat

er o

r an

ti-ic

ing

chem

ical

s w

hen

appr

opria

te

Tran

sfer

ee k

eeps

han

ds f

ree

to h

old

vess

el

raili

ngs

C3

F1L

10Tr

ansf

er o

f to

ols

and

equi

pmen

t –

dr

oppe

d ob

ject

s

Hea

d in

jury

, st

rain

, slip

sTr

ansf

eree

s on

dec

k,

Dec

k ha

nd

C4

F3H

Tool

s an

d eq

uipm

ent n

ot n

eces

sary

for t

he

tran

sfer

sho

uld

be li

fted

in c

ertifi

ed to

ol b

ags

usin

g th

e da

vit c

rane

; sm

all i

tem

s (c

amer

a/to

rch)

sho

uld

be s

ecur

ed in

clo

sed

pock

ets,

radi

o sh

ould

be

secu

red

in p

ocke

t (w

ith p

ossib

ility

to

mon

itor f

rom

poc

ket)

or to

ol la

nyar

d Bo

dy c

heck

for

PPE

and

loos

e ite

ms

Dec

khan

d w

ears

har

d ha

t du

ring

tran

sfer

an

d lif

ting.

If r

isk

of g

ettin

g di

rt in

eye

s fr

om

stru

ctur

e or

tra

nsfe

ree'

s bo

ots:

wea

r sa

fety

gl

asse

s N

o tr

ansf

ers

to t

ake

plac

e w

hen

liftin

g op

erat

ion

C4

F1M

11Tr

ansf

er

conn

ecto

r no

t fu

nctio

nal

and

ther

eby

not

poss

ible

to

rel

ease

fa

st f

rom

yo

-yo

Cru

shed

be

twee

n ve

ssel

an

d st

ruct

ure

Tran

sfer

eeC

4F2

MPr

e-us

e ch

eck

of t

rans

fer

conn

ecto

r St

atut

ory

insp

ectio

ns o

f tr

ansf

er c

onne

ctor

Im

med

iate

ly p

ick

up s

uffic

ient

sla

ck, t

hen

deta

ch c

onne

ctor

by

kara

bine

r. If

not

pos

sibl

e,

use

safe

ty c

utte

r av

aila

ble

on d

eck

durin

g tr

ansf

er

C4

F1M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


49

12Tr

ansf

er

conn

ecto

r be

ing

right

in

fro

nt o

f fa

ce w

hen

clim

bing

and

ca

n hi

t fa

ce

Nos

e an

d m

outh

inju

ries

Tran

sfer

eeC

3F5

HIf

poss

ible

, use

with

har

ness

whe

re

atta

chm

ent

poin

t is

bel

ow m

id-p

oint

of

ches

t D

o no

t ad

d ad

ditio

nal c

onne

ctor

s/la

nyar

ds

whi

ch in

crea

se d

ista

nce

betw

een

atta

chm

ent

poin

t an

d K

ON

G F

ROG

Tra

nsfe

r C

onne

ctor

A

ll tr

ansf

eree

s m

ade

awar

e of

ris

k an

d ad

vise

d to

kee

p he

ad a

nd f

ace

away

fro

m K

ON

G

FRO

G T

rans

fer

Con

nect

or w

hen

clim

bing

C3

F2M

13A

cces

s to

tu

rbin

e st

ruct

ure

from

ves

sel

Pres

ence

of b

ird

guan

o on

ladd

er

rung

s –

pote

ntia

l fo

r dise

ase/

infe

ctio

n fr

om

bact

eria

and

vi

ruse

s pr

esen

t in

bird

gua

no (e

.g.

psitt

acos

is) –

ca

n be

inge

sted

, in

hale

d or

ab

sorb

ed

thro

ugh

the

skin

Tran

sfer

eeC

3F3

MEn

sure

reg

ular

cle

anin

g an

d m

aint

enan

ce t

o re

mov

e/pr

even

t bu

ild-u

p of

gua

no. S

afet

y gl

asse

s pr

ovid

ed f

or t

echn

icia

ns in

line

with

st

anda

rd P

PE is

sue

and

shou

ld b

e w

orn

if bi

rd g

uano

pre

sent

. Glo

ves

man

dato

ry d

urin

g tr

ansf

er. C

onsi

der

supp

ly o

f ex

tra

glov

es o

n ve

ssel

for

tra

nsfe

rees

so

cont

amin

ated

glo

ves

can

be c

hang

ed a

fter

clim

b/de

scen

t. C

onsi

der

mak

ing

FFP2

fac

e m

asks

ava

ilabl

e fo

r op

tiona

l us

e

C3

F1L

14A

cces

s to

tu

rbin

e st

ruct

ure

from

ves

sel

Pres

ence

of

mar

ine

grow

th –

pa

rtic

ular

ly o

n lo

wer

ladd

er

rung

s at

low

tid

e –

incr

ease

d ris

k of

slip

s, t

rips

and

falls

Tran

sfer

eeC

3F4

MEn

sure

reg

ular

cle

anin

g an

d m

aint

enan

ce t

o re

mov

e bu

ild-u

pC

3F1

L

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


50

15A

cces

s to

tu

rbin

e st

ruct

ure

from

ves

sel

Indi

vidu

als

over

com

e by

se

a si

ckne

ss –

po

ssib

le in

jurie

s an

d sh

ort-

term

ill

ness

Tran

sfer

eeC

1F3

LA

ll in

divi

dual

s fe

elin

g th

e ef

fect

s of

sea

si

ckne

ss a

re t

o st

ay o

n bo

ard

vess

el u

ntil

effe

cts

subs

ide.

Ski

pper

and

tea

m le

ader

to

ens

ure

safe

ty o

f in

divi

dual

whe

n du

e to

tr

ansf

er

C1

F2L

16Ex

haus

tion

from

cl

imbi

ng t

he

ladd

er

Fall

from

hei

ght,

sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

1F3

LA

ll pe

rson

s m

ust

be p

hysi

cally

fit

enou

gh t

o un

dert

ake

the

allo

cate

d w

ork

assi

gnm

ents

W

ork

posi

tioni

ng la

nyar

d to

be

used

to

rest

on

the

ladd

er, i

f re

quire

d

C1

F1L

17V

esse

l to

Ves

sel

Tran

sfer

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

els,

hy

poth

erm

ia,

slip

s, im

pact

in

jury

Tran

sfer

eeC

4F3

HO

nly

to t

ake

plac

e in

exc

eptio

nal

circ

umst

ance

s if

abso

lute

ly n

eces

sary

. Tra

nsfe

r ag

reed

at

the

disc

retio

n of

the

ski

pper

an

d sp

ecifi

c pr

oced

ure

to b

e ag

reed

and

dy

nam

ical

ly r

isk

asse

ssed

bas

ed o

n w

eath

er

cond

ition

s an

d se

a st

ate.

Tra

nsfe

ree

wea

rs

hard

hat

, saf

ety

foot

wea

r, h

arne

ss, l

ife

vest

, PLB

and

imm

ersi

on s

uit

if ap

plic

able

. To

ols

and

equi

pmen

t m

ust

be t

rans

ferr

ed

sepa

rate

ly. T

rans

fere

e m

ust

be t

rain

ed in

G

WO

Sea

Sur

viva

l and

can

dec

line

tran

sfer

if

they

are

not

con

fiden

t, o

r ar

e un

happ

y w

ith

the

cond

ition

s of

the

tra

nsfe

r

C4

F2M

18V

esse

l to

Ves

sel

Tran

sfer

us

ing

Pilo

t la

dder

Man

ove

r bo

ard

(dro

wni

ng),

crus

hed

betw

een

vess

els,

hy

poth

erm

ia,

slip

s, im

pact

in

jury

Tran

sfer

eeC

4F3

HA

ctiv

ity f

orbi

dden

. Not

per

mitt

ed a

t an

y tim

e C

4F0

M

19Bo

w t

o Bo

w

Tran

sfer

M

an o

ver

boar

d (d

row

ning

), cr

ushe

d be

twee

n ve

ssel

s,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F3

HA

ctiv

ity f

orbi

dden

. Not

per

mitt

ed a

t an

y tim

e C

4F0

M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


51

15A

cces

s to

tu

rbin

e st

ruct

ure

from

ves

sel

Indi

vidu

als

over

com

e by

se

a si

ckne

ss –

po

ssib

le in

jurie

s an

d sh

ort-

term

ill

ness

Tran

sfer

eeC

1F3

LA

ll in

divi

dual

s fe

elin

g th

e ef

fect

s of

sea

si

ckne

ss a

re t

o st

ay o

n bo

ard

vess

el u

ntil

effe

cts

subs

ide.

Ski

pper

and

tea

m le

ader

to

ens

ure

safe

ty o

f in

divi

dual

whe

n du

e to

tr

ansf

er

C1

F2L

16Ex

haus

tion

from

cl

imbi

ng t

he

ladd

er

Fall

from

hei

ght,

sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

1F3

LA

ll pe

rson

s m

ust

be p

hysi

cally

fit

enou

gh t

o un

dert

ake

the

allo

cate

d w

ork

assi

gnm

ents

W

ork

posi

tioni

ng la

nyar

d to

be

used

to

rest

on

the

ladd

er, i

f re

quire

d

C1

F1L

17V

esse

l to

Ves

sel

Tran

sfer

Man

ove

rboa

rd

(dro

wni

ng),

crus

hed

betw

een

vess

els,

hy

poth

erm

ia,

slip

s, im

pact

in

jury

Tran

sfer

eeC

4F3

HO

nly

to t

ake

plac

e in

exc

eptio

nal

circ

umst

ance

s if

abso

lute

ly n

eces

sary

. Tra

nsfe

r ag

reed

at

the

disc

retio

n of

the

ski

pper

an

d sp

ecifi

c pr

oced

ure

to b

e ag

reed

and

dy

nam

ical

ly r

isk

asse

ssed

bas

ed o

n w

eath

er

cond

ition

s an

d se

a st

ate.

Tra

nsfe

ree

wea

rs

hard

hat

, saf

ety

foot

wea

r, h

arne

ss, l

ife

vest

, PLB

and

imm

ersi

on s

uit

if ap

plic

able

. To

ols

and

equi

pmen

t m

ust

be t

rans

ferr

ed

sepa

rate

ly. T

rans

fere

e m

ust

be t

rain

ed in

G

WO

Sea

Sur

viva

l and

can

dec

line

tran

sfer

if

they

are

not

con

fiden

t, o

r ar

e un

happ

y w

ith

the

cond

ition

s of

the

tra

nsfe

r

C4

F2M

18V

esse

l to

Ves

sel

Tran

sfer

us

ing

Pilo

t la

dder

Man

ove

r bo

ard

(dro

wni

ng),

crus

hed

betw

een

vess

els,

hy

poth

erm

ia,

slip

s, im

pact

in

jury

Tran

sfer

eeC

4F3

HA

ctiv

ity f

orbi

dden

. Not

per

mitt

ed a

t an

y tim

e C

4F0

M

19Bo

w t

o Bo

w

Tran

sfer

M

an o

ver

boar

d (d

row

ning

), cr

ushe

d be

twee

n ve

ssel

s,

hypo

ther

mia

, sl

ips,

impa

ct

inju

ry

Tran

sfer

eeC

4F3

HA

ctiv

ity f

orbi

dden

. Not

per

mitt

ed a

t an

y tim

e C

4F0

M

Ris

k as

sess

men

t

Loca

tio

n:

Act

ivit

y/ta

sk: R

isk

bas

ed a

pp

roac

h t

o t

ran

sfer

fro

m c

rew

ves

sel t

o s

tru

ctu

re a

nd

bac

k w

ith

ou

t im

mer

sio

n

suit

. Su

pp

lem

ent

to R

A t

ran

sfer

Ass

esse

d by

:A

ppro

ved

by:

Dat

e:Re

visi

on N

o:

Task

d

escr

ipti

on

Haz

ard

/ris

kC

on

seq

uen

ce ×

Fr

equ

ency

= R

isk

Co

ntr

ol m

easu

res

Res

idu

al r

isk

CF

Hig

h-

Med

ium

-Lo

w

CF

Hig

h-

Med

ium

-Lo

w

Tran

sfer

act

Tran

sfer

fro

m

vess

el t

o st

ruct

ure

and

back

Falli

ng in

to

wat

er d

ue t

o po

or w

eath

er

cond

ition

s or

su

dden

ves

sel

mov

emen

t

42

MSk

ippe

r an

d D

eck

hand

con

stan

tly t

o m

onito

r w

eath

er

cond

ition

s an

d ab

ando

n tr

ansf

er if

con

side

red

too

dang

erou

s

Befo

re t

rans

fer

to a

nd f

rom

ladd

er, a

lway

s SR

L at

tach

ed

to h

arne

ss

On

inte

rmed

iate

pla

tfor

m, w

hen

chan

ging

fro

m o

ne S

RL

to t

he n

ext,

alw

ays

be h

ooke

d on

to

fall

arre

st

Vess

el e

quip

ped

with

rai

ling

of 1

m h

eigh

t on

ly le

avin

g bo

at la

ndin

g fr

ee

Ant

i slip

laye

r on

ves

sel t

rans

fer

area

Imm

edia

te t

rans

fer

whe

n be

ing

in p

oten

tial f

all z

one

Vess

el c

rew

and

tec

hnic

ians

to

be t

rain

ed in

tra

nsfe

r pr

oced

ure

40

M

Tran

sfer

fro

m

vess

el t

o st

ruct

ure

and

back

Falli

ng in

to

wat

er d

ue t

o in

conv

enie

nt

desi

gn/

cons

truc

tion

42

MVe

ssel

equ

ippe

d w

ith r

ailin

g of

1 m

hei

ght

only

leav

ing

boat

land

ing

free

Ant

i slip

laye

r on

ves

sel t

rans

fer

area

TP-f

ence

on

foun

datio

n is

min

. 1 m

hig

h

PPE:

Glo

ves

and

safe

ty s

hoes

40

M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


52

Tran

sfer

fro

m

vess

el t

o st

ruct

ure

and

back

Falli

ng in

to

wat

er d

ue

to f

aulty

eq

uipm

ent

(SRL

or

PPE

)

42

MO

nly

cert

ified

and

insp

ecte

d eq

uipm

ent

(SRL

and

PPE

)

Pre-

use

insp

ectio

n of

SRL

by

Dec

k ha

nd b

efor

e tr

ansf

er

Pre-

use

insp

ectio

n of

PPE

by

tech

nici

an

Budd

y-ch

eck

befo

re t

rans

fer

Tech

nici

ans

to b

e tr

aine

d in

insp

ectin

g ow

n PP

E

40

M

Tran

sfer

fro

m

vess

el t

o st

ruct

ure

and

back

Falli

ng in

to

wat

er d

ue t

o un

auth

oriz

ed

appr

oach

into

tr

ansf

er a

rea

42

MVe

ssel

cre

w a

nd t

echn

icia

ns t

o be

tra

ined

in t

rans

fer

proc

edur

e

Mai

ntai

n sa

fety

cul

ture

aro

und

the

tran

sfer

pro

cess

40

M

Tran

sfer

fro

m

vess

el t

o st

ruct

ure

and

back

Falli

ng in

to

wat

er d

ue

to la

ck o

f co

mpe

tenc

e of

ves

sel,

vess

el c

rew

or

tech

nici

ans

42

MVe

ssel

tes

ting

and

asse

ssm

ent

prio

r to

ent

erin

g se

rvic

e

Vess

el c

rew

and

tec

hnic

ian

com

pete

nces

to

be a

sses

sed

and

eval

uate

d to

suf

ficie

nt s

tand

ard

Feed

back

cul

ture

on

site

in c

ase

safe

ty a

nd p

erfo

rman

ce

stan

dard

s fa

ll be

low

exp

ecta

tions

Tech

nici

ans

to b

e tr

aine

d in

tra

nsfe

r pr

oced

ure

40

M

Fall

into

wat

er

Falli

ng in

to

wat

erD

row

ning

due

to

col

d sh

ock

41

MSO

LAS

appr

oved

life

jack

et (s

pray

hood

hig

hly

reco

mm

ende

d) a

lway

s w

orn

durin

g tr

ansf

er, w

ill k

eep

head

abo

ve w

ater

Cre

w t

rain

ed in

MO

B ex

erci

se n

ext

to f

ound

atio

n

MO

B re

actio

n tim

e of

max

. 15

min

fro

m w

ater

ent

ry t

o re

cove

ry

Tech

nici

ans

trai

ned

in G

WO

Sea

Sur

viva

l

Tech

nici

ans

trai

ned

in G

WO

Firs

t A

id

Vess

el C

rew

tra

ined

in m

inim

um S

TCW

bas

ic fi

rst

aid

Firs

t ai

d eq

uipm

ent

incl

. AED

onb

oard

tra

nsfe

r ve

ssel

40

M

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


53

Falli

ng in

to

wat

erD

row

ning

due

to

wav

es –

lost

at

sea

41

MM

easu

res

for

Col

d Sh

ock

+...

Life

jack

et e

quip

ped

with

PLB

/AIS

40

M

Falli

ng in

to

wat

erH

eart

str

oke

due

to c

old

shoc

k4

1M

Mea

sure

s fo

r C

old

Shoc

k +

...

Ever

yone

tra

nsfe

rrin

g of

fsho

re n

eeds

to

have

an

offs

hore

m

edic

al, w

hich

mea

ns y

ou a

re fi

t fo

r du

ty

40

M

Falli

ng in

to

wat

erH

ypot

herm

ia

41

MM

easu

res

for

Col

d Sh

ock

+...

Vess

el is

rig

ht b

esid

e m

an o

verb

oard

and

can

res

cue

with

in 1

5 m

inut

es –

ris

k of

hyp

othe

rmia

is u

nlik

ely

Equi

pmen

t to

tre

at h

ypot

herm

ia o

n bo

ard

all v

esse

ls

(i.e.

bla

nket

s, is

olat

ing

suits

)

40

M

Spec

ific

WTG

co

nd

itio

ns

Sudd

en

evac

uatio

n fr

om

WTG

into

wat

er

beca

use

of e

.g.

fire

Dro

wni

ng/

Hyp

othe

rmia

/C

old

shoc

k

41

MSu

rviv

al s

uit

is a

lway

s br

ough

t to

the

WTG

whe

n se

a te

mpe

ratu

re is

< 1

0 de

gree

s C

or

if ris

k as

sess

men

t st

ates

it.

40

M

Imm

ersi

on

su

it li

mit

atio

ns

Taki

ng o

n an

d of

f th

e im

mer

sion

sui

t on

ves

sel w

ith

som

etim

es

big

vess

el

mov

emen

ts

Falli

ng o

n de

ck3

2M

Leav

ing

out

the

requ

irem

ent

of im

mer

sion

sui

t (e

limin

atio

n)0

0L

Wea

ring

the

imm

ersi

on s

uit

Unc

omfo

rtab

le/

Swea

ty b

eing

‘lo

cked

’ in

the

imm

ersi

on s

uit

espe

cial

ly d

urin

g sp

ring

25

MLe

avin

g ou

t th

e re

quire

men

t of

imm

ersi

on s

uit

(elim

inat

ion)

00

L

Tab

le A

.5: E

xam

ple

tra

nsf

er r

isk

asse

ssm

ent

(co

nti

nu

ed)


54

ANNEX B

B.1 GLOSSARY OF ACRONYMS AND ABBREVIATIONS

AIS automatic identification system

CCTV closed circuit television

CTV crew transfer vessel

DP dynamic positioning

DSC distress selective calling

EU European Union

FAS fall arrest system

FMEA failure mode and effects analysis

GPS global positioning system

GWO Global Wind Organisation

HSE Health and Safety Executive

ID identification

MOB man overboard

PA public address

PFD personal floatation device (generally a lifejacket)

PLB personal locator beacon

PPE personal protective equipment

SAR search and rescue

SART search and rescue transponder

SGRE Siemens Gamesa Renewable Energy

SOLAS International Convention for the Safety of Life at Sea

SOV service operations vessel

SRL self-retracting lifeline (retractable-type fall arrester)

TP transition piece

UI user interface

VHF very high frequency

W2W walk to work

WAH work at height

WTG wind turbine generator


55

B.2 REFERENCES

Global Offshore Wind Health and Safety Organisation (G+) (https://www.gplusoffshorewind.com)

Good practice guideline – The safe management of small service vessels used in the offshore wind industry

Good practice guideline – Working at height in the offshore wind industry

G+/DROPS Reliable securing booklet for offshore wind

Health and Safety Executive (HSE)

HSE letter Health & Safety at Work etc. Act 1974 transfer procedures

G+ response to HSE letter

International Maritime Organization (IMO)

IAMSAR Manual

International Convention on Maritime Search and Rescue (SAR)International Convention for the Prevention of Pollution from Ships (MARPOL)

Ørsted and Siemens Gamesa Renewable Energy

A review of the mandated use of immersion/dry suits, based upon sea temperatures, for transfer purposes from crew transfer vessel to wind turbine transition piece

Other

SOLAS Guidance on Chapter V – Safety of Navigation, www.imo.org/en/OurWork/facilitation/ documents/solas%20v%20on%20safety%20of%20navigation.pdf

Convention on International Civil Aviation, Annex 12, www.airsafety.aero/getattachment/ 9bc6857a-0468-4b0e-824d-5ee9f2df586e/Regulation-of-Annex-12-Searchand-Rescue-(SAR).aspx

RWE Renewables International (formerly E.ON)

A consideration of the use of immersion suits in E.ON's offshore wind farms

ISBN 978 1 78725 202 8Registered Charity Number: 1097899

Energy Institute61 New Cavendish StreetLondon W1G 7AR, UK

t: +44 (0) 20 7467 7100f: +44 (0) 20 7255 1472e: [email protected]

9781787252028