Rules for the Certification and Construction Industrial Services

Transcription

1 IV Rules for the Certification and Construction Industrial Services 7 Offshore Substations 3 General Safety Edition 2013

2 The following Rules come into force on 1 October Germanischer Lloyd SE Head Office Brooktorkai 18, Hamburg, Germany Phone: Fax: headoffice@gl-group.com "General Terms and Conditions" of the respective latest edition will be applicable (see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys). Reproduction by printing or photostatic means is only permissible with the consent of Germanischer Lloyd SE. Published by: Germanischer Lloyd SE, Hamburg

3 Table of Contents Table of Contents Section 1 Risk Assessment / Hazard Identification A General B Hazard Identification and Risk Assessment Process Section 2 Marking Platform A General B Substation Marking Equipment Section 3 Means of Escape and Evacuation A General B Design Principles C Muster Area D Electrical Requirements E Documentation Section 4 Live-Saving Appliances A General B Survival Crafts C Rescue Boats D Lifejackets E Immersion Suits and Anti-Exposure Suits F Lifebuoys G Radio Life-Saving Appliances H Distress Flares I Line-Throwing Appliances J Emergency Warnings and Instructions Section 5 Access and Transfer A General B Boatlanding C Personal Transfer by Crane D Helicopter Landing Facilities E Safety Provisions for Helicopter Facilities F Helicopter Winching Facilities Section 6 Fire Safety - General A General B Fire Control Stations C Fire Control Plans D Definitions E Submission of Documents Edition 2013 Germanischer Lloyd Page 3

4 Table of Contents Section 7 Passive Fire Protection A Materials and Definition of Spaces B Ventilation and Fire Dampers Section 8 Active Fire Protection A General B Arrangements in Machinery Spaces and Spaces Containing Fired Processes C Arrangements in Spaces Containing Large Oil Filled Electrical Equipment D Additional Requirements for Specific Lockers and Galley Facilities E Water Fire Extinguishing Systems F Foam Fire Extinguishing Systems G Fixed Gas Fire Extinguishing Systems H Portable Fire Extinguishers and Fireman's Outfit Section 9 Fire and Gas Detection Alarm Systems A General B Manual Alarm C Arrangement of Fire Detectors and Alarm Loops D Public Address and General Alarm System Edition 2013 Germanischer Lloyd Page 4

5 Section 1 Risk Assessment / Hazard Identification Section 1 Risk Assessment / Hazard Identification A General B Hazard Identification and Risk Assessment Process A General A.1 Scope This section provides general requirements for safety assessments, aiming for identifying and evaluating hazard and managing the risks. A.2 Definitions HAZARD [ISO 17776:2000] A Hazard is a potential Source of harm, which may be related to human injury, damage to the environment, damage to property or a combination of these A HAZARDOUS EVENT [ISO 17776:2000] is an incident which occurs, when a hazard is realized. RISK [ISO 17776:2000] Risk is the combination of probability of an event and the consequence of the event. A.3 Application For new installations or activities it is important to identify potential hazards as early as possible, in order that sufficient time can be given to the study and evaluation of the hazard before determining the most appropriate solutions to manage it. It is always easier to make modifications early in the design stage of a project, when changes can be made with minimal effect on cost and schedule. [ISO 17776:2000] Safety assessment comprised the application of recognized design standards. National and international standards will provide the basis for detailed engineering design by the application of, and findings from, the assessment. The basic principles of the assessment shall be applied to all aspects of the installation design including arrangement, structural and electrical design, fire and explosion protection, access and transfer as well as emergency response. B Hazard Identification and Risk Assessment Process Hazard Identification and risk assessment involves a series of steps as described below: Step 1 Identification of the hazard This should be done based upon consideration of factors such as: External hazards (e. g. ship collision, extreme environmental conditions, helicopter crash) Arrangement of equipment Edition 2013 Germanischer Lloyd Page 1 1

6 Section 1 Risk Assessment / Hazard Identification Substances handled on the substation Operating and maintenance procedures and conditions Step 2 Assessment of the Risk This should be done based on the hazards identified and by consideration of the tolerability to personnel, the facility and the environment. This normally involves the identification of initiating events, identification of possible accident escalation estimation of the probability assessment of consequences The acceptability of the estimated risk must then be judged based upon criteria appropriate to the particular situation. Such risk acceptance criteria, which are the limits above which the operator will not tolerate risk on the installation, shall be defined for each type of risk assessed. Step 3 Risk mitigation Where the risk level is deemed to be not acceptable, the definition of measures for mitigation of risk is required. This involves identifying opportunities to reduce the probability and/or consequence of a hazardous event. Different risk levels may require different strategies to manage them. For instance, major risks may require quantitative assessment with detailed mitigation recommendations developed while negligible risks may be controlled by simple compliance with codes or standards. Codes & Standards: [1] GL Rules for Fixed Offshore Installations (IV-6-3), Section 1, C.4 [2] ISO 17776, 2000 [3] BSH 7005, page 28 Risk assessment for the significant working phases [4] MODU 2009 / SOLAS Other codes and Standards may be accepted in case by case Edition 2013 Germanischer Lloyd Page 1 2

7 Part 7 Offshore Technology Section 2 Marking Platform Section 2 Marking Platform A General B Substation Marking Equipment A General A.1 Visual marking A.1.1 The parts of substructure above the water level as well as the topsides of the installation shall be painted according to local authority requirements to facilitate best visibility for the ship traffic (e.g. yellow, see e.g. IALA O-139). A.1.2 The installation shall be also marked with nameplates for close-up range identification, visible from all sides of the platform. The identification marking shall be visible during day and night time and shall be illuminated during darkness. Identification shall be generally provided with black letters/numbers of 1m height on yellow background. Detailed font type, location and illumination of identification marking shall be agreed with the local authority. For the installation in German waters for example please refer to the requirements (WSD Richtlinie) for an approved Kennzeichnungskonzept and Umsetzungsplan. B Substation Marking Equipment B.1 Offshore units and installations fixed at the operation site are to be equipped with nautical facilities conforming to the IALA Recommendations for the Marking of Man-made Offshore Structures (IALA O-139) and the requirements for safety of navigation of the coastal state in whose waters the site is located. These may include signal lights and sound signaling devices for fog as well as other systems such as Radar beacons, Sonar or Automatic Identification System (AIS, see IALA A-126). B.2 AIS, signal lights and sound signalling devices for fog which transmit a coded signal for the identification of the offshore structure are to be provided with their own emergency battery. The capacity of this battery, assuming simultaneous operation of all consumers, is to be rated to provide a supply for at least 96 hours, unless some other period is specified by national regulations. B.3 The coding and range of the radio, visual and sound signalling equipment are governed by the national regulations relating to the site. B.4 The switchboard for the signalling equipment is preferably to be sited in a permanently manned room, e.g. the control station or an equivalent location. The switchboard IP rating shall be in line with its installation location according to the requirements as set out in GL Rules for Electrical Equipment (IV-7-5). B.5 Each signalling device is to be supplied from the switchboard by its own feeder which is to be protected by a fuse or automatic circuit breaker. B.6 The failure of a signalling device is to be indicated visually and audibly and shall be also indicated in the station control system. B.7 The switchboards are to be supplied from the emergency switchboard and a suitable emergency battery fulfilling the requirements as mentioned in GL Rules for Electrical Equipment (IV-7-5). Edition 2013 Germanischer Lloyd Page 2 1

8 Part 7 Offshore Technology Section 2 Marking Platform In the event of a mains failure, the supply shall switch automatically to the emergency battery. B.8 A charger is to be assigned exclusively to meet the needs of the battery. Failure of the charger and switch-over to the battery shall be indicated at the switchboard and in the station control system. B.9 Where the signalling devices are switched on and off automatically, e.g. by photo-electric switches, remote control, radio signals or visibility sensors, the switchboard is to be provided with a manual/automatic selector switch. The operating mode at any time shall be indicated and controlled by the station control system. B.10 Additionally to the above requirements concerning marine navigational aids, also the installation of aviation obstruction lights shall be considered in case of elevated structures above a helicopter landing deck on the substation. Applicable rules and standards (e.g. ICAO, CAP437, etc.) as well as applicable national regulations shall be observed. For details refer also to GL Rules for Electrical Equipment (IV-7-5). B.11 Requirements for tests and type approvals of such marking equipment may be considered. Please note, that the local authorities may have the requirements for type approval of the Substation and Wind Farm marking equipment as well as for initial and/or periodical inspections of these items. Edition 2013 Germanischer Lloyd Page 2 2

9 Section 3 Means of Escape and Evacuation Section 3 Means of Escape and Evacuation A General B Design Principles C Muster Area D Electrical Requirements E Documentation A General A.1 Scope In case of emergency both matters, escape and evacuation are subject to this Section which describes principles, requirements and guidance for the design of adequate and effective facilities for safe and controlled disembarkation of the personnel on the installation/unit. All matters respecting survivability shall be combined in an evacuation, an escape and a rescue strategy. A.2 Codes and Standards Following codes and standards shall apply: IMO SOLAS Chapter II-2, as amended ISO Safety machinery Permanent means of access to machinery Part 1 to 4 ISO Ships and marine technology Ship-board plans for fire protection, life-saving appliances and means of escape see also codes and standards in Section 5 Access and Transfer National requirements are subject to the location of the installation/unit and to be observed A.3 Definitions A.3.1 Emergency lighting Lighting which will ensure adequate light conditions on the installation in the event of failure of the main power supply. A.3.2 Escape The act of persons moving away from a hazardous event to a safer place. A.3.3 Evacuation The planned and controlled method of leaving the installation without directly entering the sea. A.3.4 Hazardous area Three-dimensional space in which a explosive gas atmosphere may be expected to be present at such frequencies as to require special precautions for the control of potential ignition sources. A.3.5 Non-hazardous area Area in which an explosive gas atmosphere is not expected to be present in quantities such as to require special precautions for the construction, installation and use of electrical apparatus and equipment. A.3.6 Muster area Area where mustering shall take place in the event of general and/or evacuation alarm. Edition 2013 Germanischer Lloyd Page 3 1

10 Section 3 Means of Escape and Evacuation A.4 Abbreviations IMO International Maritime Organization PA Public address system SOLAS Safety of Life at Sea (IMO) UPS Uninterruptible power supply B Design Principles B.1 Escape Routing B.1.1 General B In every area which is likely to be regularly or temporarily manned or in which personnel are accommodated at least two separate escape routes shall be provided, situated as far apart as practicable, to allow ready means of escape to the open decks and embarkation stations. Primary and secondary escape routes shall be foreseen. Exceptionally, GL may permit only one route of escape, due regard paid to the nature and location of spaces and to the number of persons who might normally be accommodated or employed there. B Two routes of escape shall be provided from every machinery space such as those containing major electrical equipment. B Every escape route shall be readily accessible and unobstructed and all exit doors along the route shall be readily operable. Dead-end corridors exceeding 7 m in length are not permitted. Switchboards more than 7 m long shall not form dead end corridors. B Primary escape routes and stairways shall not be less than 1000 mm in clear width and 2.1 m in height (2050 mm for doors). It has to be ensured that access ways are sufficiently sized to allow for stretcher operation from all accessible parts of the platform. B Escape routes shall be well marked, including signs. Marking shall show the preferred direction of escape. B Personnel shall be able to use the escape routes without being exposed to excessive toxic fumes, smoke or unacceptable heat loads, hot liquids or falling objects. Special consideration is to be given to routing of medium and high voltage cables in escape routes. B B Escape routes should not be routed over hatches or lay-down areas. Escape routes on deck shall be provided with non-skid coating or equivalent means. B In addition to these requirements of this chapter, national requirements, if applicable, for emergency escape and arrangement of stairs and ladders are to be observed. B.1.2 Door arrangement B Doors in escape routes shall, in general, open in-way of the direction of escape, except that individual cabin doors may open into the cabins in order to avoid injury to persons in the corridor when the door is opened. B All doors shall be constructed so that one person can easily open them from either side. They shall open in the direction of escape, without blocking the outside escape route. B.1.3 Stairs, ladders B Stairways shall normally be used for means of vertical escape, however, a vertical ladder may be used for secondary means of escape when the installation of a stairway is shown to be impracticable. Edition 2013 Germanischer Lloyd Page 3 2

11 Section 3 Means of Escape and Evacuation B Stairs and ladders are to be designed according to ISO Landings shall have the same size as the stairways. B B.1.4 Ladders, stairs and walkways shall be of steel or other equivalent material. Lifts B Lifts shall not be considered as forming one of the required means of escape. However, it shall be possible to escape from the lift and the hoist way with the lift at any elevation. Upon loss of main power supply, lifts shall automatically go to next floor level and stop. B Any lift shall meet requirements of local regulations and shall be inspected, tested and maintained by qualified persons. B.2 Rescue and Recovery B.2.1 General It shall be possible to rescue and recover persons from sea back to platform or to a safe place. B Opportunities to rescue and to recover persons shall be available in acc. to location, environmental conditions and number of persons. B A rescue and recovery philosophy and plan shall be prepared. Following items to be observed: number of persons who may need to be rescued or recovered capacity, remoteness and response time of the emergency services potential limitations on availability, e.g. daytime, weather conditions and sea states all stages of the operation to be covered additional work activities are required, e.g. over side, under deck additional tools for emergency situations B.3 Evacuation B.3.1 The purpose of the evacuation system is to ensure means of safe abandonment of the installation/unit for the maximum personnel on board, following a hazardous incident and a decision to abandon the installation/unit. B.3.2 The preferred methods of evacuation for installations/units have to be defined and may include the following: helicopter lifeboats, conventional or free-fall escape chute with life rafts life rafts, over board or davit launched boat landing B.3.3 Number, size and location of evacuation means shall be established based on manning, risk analyses (e.g. risk exposure of muster area and escape routes towards this area) and the evacuation, escape and rescue strategy. Primary and secondary means to be named. Edition 2013 Germanischer Lloyd Page 3 3

12 Section 3 Means of Escape and Evacuation C Muster Area C.1 General C.1.1 At least one safe route of two from any position on the installation/unit to the muster area shall be available. C.1.2 The muster areas and the access to the evacuation station shall be arranged and protected in order to evacuate the actual number of personnel in an organized and efficient way. Special consideration is to be made to movement of persons on stretchers. C.1.3 The muster area shall be located at lifeboat embarkation point or in a protected area with direct access to lifeboats or other primary way of escape. C.1.4 Muster and embarkation stations should be adequately illuminated by emergency lighting. C.2 Communication and Control C.2.1 The PA, alarm and communication system shall warn and guide personnel as quickly as possible in the event of a hazardous or emergency situation. C.2.2 Minimum following communication facilities are to be provided at primary muster station: Two hand portable radios Technical facilities to make PA announcements C.2.3 Facilities to initiate emergency shutdown, if provided, are to be arranged in the vicinity of the muster station. C.2.4 The PA, alarm and emergency communication systems depend on emergency power systems, consisting of emergency generators and UPS. D Electrical Requirements D.1 Emergency lighting and power supply Details see Chapter 5. D.2 Escape route lighting D.2.1 In addition to the emergency lighting the means of escape in accommodation areas, including stairways and exits, should be marked by lighting or photo luminescent strip indicators placed not more than 300 mm above the deck at all points of the escape route, including angles and intersections. The marking should enable personnel to identify the routes of escape and readily identify the escape exits. If electric illumination is used, it should be supplied by the emergency source of power and it should be so arranged that the failure of any single light or cut in a lighting strip will not result in the marking being ineffective. Additionally, escape route signs and fire equipment location markings should be of photo luminescent material or marked by lighting. D.2.2 Such lighting or photo luminescent equipment has been evaluated, tested and applied in accordance with the SOLAS. D.3 Public address, alarm and emergency communication Details see GL Rules for Electrical Equipment (IV-7-5). Edition 2013 Germanischer Lloyd Page 3 4

13 Section 3 Means of Escape and Evacuation E Documentation E.1 General All documents submitted for approval and/or review shall include all required details. E.2 List of documents Following drawings are subject for review and approval: safety plans showing escape and embarkation at each level of the installation/unit with routes and means for personnel protection with following details: primary and secondary means of escape to be mentioned width of stairways, doors, corridors and landing areas muster areas means of life-saving appliances location of personal protective equipment arrangements drawings of stairs and ladders lighting layouts including marked emergency lighting arrangement lighting calculation E.3 Evacuation analysis Escape routes shall be evaluated by an evacuation analysis early in the design process. The analysis shall be used to identify and eliminate, as far as practicable, congestion which may develop during abandonment, due to normal movement of personnel and crew along escape routes, including the possibility that a rescue team may need to move along these routes in a direction opposite the movement of personnel. In addition, the analysis shall be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty. Edition 2013 Germanischer Lloyd Page 3 5

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15 Section 4 Live-Saving Appliances Section 4 Live-Saving Appliances A General B Survival Crafts C Rescue Boats D Lifejackets E Immersion Suits and Anti-Exposure Suits F Lifebuoys G Radio Life-Saving Appliances H Distress Flares I Line-Throwing Appliances J Emergency Warnings and Instructions A General A.1 Definitions For the purpose of this chapter, unless expressly provided otherwise, the terms used, relating to lifesaving appliances, are as defined in SOLAS regulation III/3. A.2 Rules and Guidelines A.2.1 Life-saving appliances should be evaluated, tested and approved, as provided in SOLAS regulations III/4 and III/5. A.2.2 New and novel life-saving appliances should meet the applicable provisions of SOLAS chapter III, including those for servicing and maintenance. A.2.3 Life-saving appliances and equipment shall comply with the relevant applicable International and/or National Regulations and GL Rules. All such equipment shall be type approved and tested in acc. to SOLAS and national requirements. Stricter requirements may be necessary to fulfill survivability requirements. A International regulations The following international regulations are relevant at the time of issue of these Guidelines: International Maritime Organization (IMO): International Convention for the Safety of Life at Sea (SOLAS), Chapter III - Life-Saving Appliances and Arrangements, as far as practicable International Life-Saving Appliances Code (LSA), IMO Resolution MSC.320(89) adopted 2011 entering into force on the 1st January 2013 A European regulations The following regulations of the European Communities are relevant at the time of issue of these Guidelines: Maritime Equipment Directive 96/98/EC (MED) Amended by 2008/67/EC of 30 June 2008 Edition 2013 Germanischer Lloyd Page 4 1

16 Section 4 Live-Saving Appliances B Survival Crafts B.1 Manned installations B.1.1 On each manned installation at least one lifeboat complying with the requirements of the LSA Code shall be provided. Depending on outcome of evacuation assessment more than one may be required based on actual size of the installation, overall number of persons onboard and general platform arrangement. The lifeboat capacity has to be sufficient to accommodate the total number of persons on board. B.1.2 Special consideration is to be given to retrieval of persons from sea. For this purpose a lifeboat with MOB capabilities or a fast rescue boat shall be provided. A lifeboat may be accepted as a rescue boat, provided that it and its launching and recovery arrangements also comply with the requirements for a rescue boat. B.2 Manned and unmanned installations: B.2.1 On each installation a launchable liferaft or liferafts, complying with the requirements of the LSA Code shall be provided. The liferafts shall be approved to the actual operating height, capable of being launched on either side of the unit. The total capacity available on each side shall be sufficient to accommodate the total number of persons on board, unless an analysis is presented and approved by GL to show that a smaller capacity can be accepted. B.3 Unmanned installations B.3.1 Special consideration is to be given to retrieval of persons from sea. This can be achieved by installation of rescue boat on the platform; or by having a vessel with MOB capabilities in the immediate vicinity of the installation when people are on board. B.4 Survival craft launching stations B.4.1 Survival craft launching stations should be in such positions as to ensure safe launching having particular regard to clearance from steeply overhanging portions of the platform. As far as possible, launching stations should be located so that survival craft can be launched down a straight side of the platform, except for: survival craft specially designed for free-fall launching; and survival craft mounted on structures intended to provide clearance from lower structures. B.4.2 Operating instructions and illustrations should be provided on or in the vicinity of survival craft and their launching controls and should: illustrate the purpose of controls and the procedures for operating the appliance and give relevant instructions or warnings; be easily seen under emergency lighting conditions; and use symbols in accordance with the recommendations of SOLAS, MODU Code, National Regulations, etc. as far as applicable B.5 Stowage of survival craft B.5.1 Each survival craft should be stowed: so that neither the survival craft nor its stowage arrangements will interfere with the operation of any other survival craft or rescue boat at any other launching station; as near the water surface as is safe and practicable; in a state of continuous readiness so that two crew members can carry out preparations for embarkation and launching in less than 5 min; Edition 2013 Germanischer Lloyd Page 4 2

17 Section 4 Live-Saving Appliances fully equipped as required by the LSA Code; however, in the case of platforms installed in areas such that, in the opinion of GL, certain items of equipment are unnecessary, GL may allow these items to be dispensed with; as far as practicable, in a secure and sheltered position and protected from damage by fire, explosion ore crane operation. B.5.2 Lifeboats should be stowed attached to launching appliances. B.5.3 Liferafts should be so stowed as to permit manual release of one raft or container at a time from their securing arrangements. B.5.4 Davit-launched liferafts should be stowed within reach of the lifting hooks. B.6 Survival craft launching and recovery arrangements B.6.1 Launching appliances complying with the requirements of the LSA Code should be provided for all lifeboats and davit-launched liferafts. B.6.2 the unit. Only one type of release mechanism should be used for similar survival craft carried on board B.6.3 Preparation and handling of survival craft at any one launching station should not interfere with the prompt preparation and handling of any other survival craft or rescue boat at any other station. B.6.4 During preparation and launching, the survival craft, its launching appliance and the area of water into which it is to be launched should be adequately illuminated by emergency lighting. B.6.5 Prevent any discharge of fluids on to survival craft during abandonment. B.6.6 All lifeboats required for abandonment by the total number of persons permitted on board, should be capable of being launched with their full complement of persons and equipment within 10 min from the time the signal to abandon the unit is given. B.6.7 Manual brakes should be so arranged that the brake is always applied unless the operator, or a mechanism activated by the operator, holds the brake control in the off position. B.6.8 Consideration should be given to the location and orientation of the survival craft with reference to platform design and environmental orientation, such that clearance of the unit is achieved in an efficient and safe manner having due regard to the capabilities of the survival craft. C Rescue Boats C.1 Rescue boats should be stowed: in a state of continuous readiness for launching in not more than 5 min; if of an inflatable type, in a fully inflated condition at all times; in a position suitable for launching and recovery; so that neither the rescue boats nor their stowage arrangements will interfere with the operation of any survival craft at any other launching station; in compliance with section B.5, if they are also lifeboats. C.2 Launching arrangements should comply with B.6 C.3 Rapid recovery of the rescue boat should be possible when loaded with its full complement of persons and equipment. If the rescue boat is also a lifeboat, rapid recovery should be possible when loaded with its lifeboat equipment and the approved rescue boat complement of at least six persons. Edition 2013 Germanischer Lloyd Page 4 3

18 Section 4 Live-Saving Appliances C.4 Rescue boat embarkation and recovery arrangements should allow for safe and efficient handling of a stretcher case. Foul weather recovery strops should be provided for safety if heavy fall blocks constitute a danger. D Lifejackets D.1 A lifejacket complying with the requirements of the LSA Code should be provided for every person on board of the platform. In addition, a sufficient number of lifejackets should be stowed in suitable locations for those persons who may be on duty in locations where their lifejackets are not readily accessible. In addition, sufficient lifejackets should be available for use at remotely located survival craft. D.2 Each lifejacket should be fitted with a lifejacket light complying with the requirements of the LSA Code. E Immersion Suits and Anti-Exposure Suits E.1 On each installation immersion suits complying with the requirements of the LSA Code, and of an appropriate size, for each person on board shall be provided. In addition: a sufficient number of immersion suits should be stowed in suitable locations for those persons who may be on duty in locations where their immersion suits are not readily accessible; and sufficient immersion suits should be available for use at remotely located survival craft positions to the satisfaction of the Administration. E.2 In lieu of immersion suits as required by paragraph E.1, an anti-exposure suit complying with the LSA Code, of an appropriate size, should be provided for every person assigned to crew the rescue boat or assigned to a marine evacuation system party. F Lifebuoys F.1 At least eight lifebuoys of a type complying with the LSA Code should be provided on each unit. The number and placement of lifebuoys should be such that a lifebuoy is accessible from exposed locations. F.2 Not less than one-half of the total number of lifebuoys should be provided with self-igniting lights of an approved electric battery type complying with the LSA Code. Not less than two of these should also be provided with self-activating smoke signals Lifebuoys with lights and those with lights and smoke signals should be equally distributed and should not be the lifebuoys provided with lifelines in compliance with the provisions of paragraph F.3. Lifebuoys fitted with self-igniting lights or self-activating smoke signals should be located outside hazardous areas. F.3 At least two lifebuoys in widely separated locations should each be fitted with a buoyant lifeline, the length of which should be at least one-and-a-half times the distance from the deck of stowage to the waterline or 30 m, whichever is greater. The lifeline should be so stowed that it can easily run out. F.4 Each lifebuoy should be marked in block capitals of the Roman alphabet with the name of the installation. Edition 2013 Germanischer Lloyd Page 4 4

19 Section 4 Live-Saving Appliances G Radio Life-Saving Appliances G.1 Two-way VHF radiotelephone apparatus G.1.1 All lifeboats should carry a two-way VHF radiotelephone apparatus. In addition, at least two such apparatuses should be available on the installation, so stowed that they can be rapidly placed in any liferaft. G.1.2 All two-way VHF radiotelephone apparatus should conform to applicable performance standards as adopted by IMO. G.2 Search and rescue locating device G.2.1 All lifeboats should carry a search and rescue locating device. In addition, at least two such apparatuses should be available on the installation, so stowed that they can be rapidly placed in any liferaft. G.2.2 All search and rescue locating devices should conform to applicable performance standards as adopted by IMO. H Distress Flares H.1 Not less than 12 rocket parachute flares complying with the LSA Code should be carried and stowed on or near a permanently manned location. If the installation is not permanently manned, the flares should be stowed in a location acceptable to the Administration. I Line-Throwing Appliances I.1 A line-throwing appliance complying with the requirements of the LSA Code should be provided. J Emergency Warnings and Instructions For alarm and public address system see GL Rules for Instrumentation (IV-7-6). Edition 2013 Germanischer Lloyd Page 4 5

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21 Section 5 Access and Transfer Section 5 Access and Transfer A General B Boatlanding C Personal Transfer by Crane D Helicopter Landing Facilities E Safety Provisions for Helicopter Facilities F Helicopter Winching Facilities A General The transfer of personnel is one of the hazardous activities for offshore operations. Purpose, scope and responsibilities shall be clearly defined, to avoid any damage and loss of life. Such transfers require risk assessment, training and competence, responsibility, equipment and communications. A.1 Risk asessment citeria Any transfer of persons or cargo between vessel/installation and installation shall be observed under the following premises: Review of transfer options and selection of most safety practice Risk of weather and sea conditions, vessel stability and crew experience Vessels outfitting with position control and holding capacities Position and orientation of vessel relating to the installation Communication facilities Visibility of activities A.2 Type of transfer Ship to offshore structures and vice versa via boat landing via cranes via permanent structures via temporary automatic devices like robot arm or equivalent via helicopter A.3 Life sving apliances rquirements During all personnel transfer operations LSA incl. fast rescue boat shall be available and in state of readiness onboard the platform and/or onboard the vessel as required. B Boatlanding B.1 Boatlanding by vssel Boatlandings shall be built for fendering operations when a vessel docks or pushes against an installation structure. Edition 2013 Germanischer Lloyd Page 5 1

22 Section 5 Access and Transfer B.1.1 Design The boat landings shall be designed to the expected loads from the largest expected size of service vessel. The maximum vessel size and approach speed shall be clearly marked on the boatlanding. Two boatlandings should be considered, appropriately positioned to accommodate for prevailing wind, wave and tidal conditions. B.1.2 Operation As a minimum, all personnel shall be provided with appropriate personal protection equipment including safety harness, head protection and a high visibility life jacket. A survival suit shall always be available for use. Cargo, tools and baggage shall not be carried by persons. B.2 Boatlanding with gangway docking systems When a vessel mounted gangway which is connected directly or indirectly to the installation will be used, the following criteria should be applied: B.2.1 Design All parts (structure of the installation, the landing platform, the gangway and the docking arrangement) shall be designed to withstand loads and impacts from the largest expected size of service vessel. The vessel shall have a dynamic positioning system. The maximum vessel size and approach speed shall be clearly marked on the structure. Maximum safe working load and maximum number of people allowed on the gangway at any one time shall be clearly marked. The docking system shall be certified by an independent certification body. B.2.2 Operation As a minimum, all personnel shall be provided with head protection and a high visibility life jacket. A survival suit shall always be available for use. Cargo, tools and baggage shall not be carried by persons. C Personal Transfer by Crane C.1 Crane The crane shall be equipped with a special mode for personnel transfer. Range and operational loads are subject to the service requirements, mentioned in the specification and operations manual. C.2 Type of personnel transfer system The selection of transfer system depends on Company s knowledge and experiences. Various transfer system are available in the offshore market. C.3 Location of boarding Several restrictions and requirements on board of the installation and on board the vessel shall apply for an easy boarding of personnel: Size of area for both boarding and inspection for riggers as well as a free hoisting and lowering has to be safe and adequate. Service range of lifting appliance during operation has to be considered. Location of embarkation is to be marked. Barriers to be installed to limit access only for authorized personal. Area to be free of obstacles, e.g. each kind of piping, air vents, clamps, bollards etc. Edition 2013 Germanischer Lloyd Page 5 2

23 Section 5 Access and Transfer Adequate illumination is to be provided. Area to be wind-sheltered and spray protected. Good visibility for both the crane operator and banksman. Non-skid surface to be provided. During transfer operation the required staff has to attend the operation permanently and without other duties. In case of emergency safe exits for attending personnel is required. C.4 Approval, tests and surveys All equipment required for personal transfer, such as cranes, personal transfer systems, wire and loose gear etc. shall be approved, surveyed and tested. Type approval of sophisticated transfer carriers is preferable. Generally it is not part of the Certificate or Classification procedure for ships or offshore structures, but lifting appliances and personnel transfer systems may be included in the general survey scheme upon Owner s request. C.5 Marking and identification C.5.1 Lifting appliances The following items shall be permanently marked on the appliance: manufacturer year of construction type order or manufacturing number characteristics like rated load etc. certificate number of Certifying Body testing date: Month/year any other necessary details C.5.2 Lifting equipment (personnel transfer system) The following items shall be permanently marked on the equipment: manufacturer/ supplier type serial number year of construction weight of equipment in kilograms/tons SWL/WLL in tons/kilograms capacity of persons minimum SWL for lifting appliance in tons Certficate number of Certifying Body C.5.3 Interchangeable components The following items shall be permanently marked on the equipment: certificate number stamp of Certifying Body testing date : Month/year WLL in tons Edition 2013 Germanischer Lloyd Page 5 3

24 Section 5 Access and Transfer C.6 Design requirements for lifting appliance Generally the crane shall be designed in compliance to DIN EN for loading and discharging goods in the applied range of service and applicable environmental conditions. The crane incl. ropes shall be approved for man-riding by recognized society. Due to higher safety aspects for personnel transfers additional requirements shall apply: separate mode for personnel transfer started by a key-operated switch this specific mode shall be able to guarantee both soft acceleration and retardation normal lifting and lowering speed during personnel transfers shall be limited to 0.5 m/s maximum secondary break circuit with an independent and separate control range of service shall be limited to wind maximum 10 m/s sea and state maximum significant wave height of 2 m connection to emergency power system in case of blackout or other defects under all circumstances it shall be possible to lowering the load to a safe place the activation switches or levers shall be of hold-to-run type and shall be marked clearly and permanently the control station for emergency lowering shall be positioned in a place that gives the operator a clear view of the load and the lifting zone communication system for the crane driver with the responsible person specific transport appliance for personnel transfer the automatic overload protection system (AOPS) shall not activated a direct drive from the lifting equipment is not allowed C.7 Design requirement for loose gear and interchangeable components For the purpose of these Regulations loose gear and interchangeable components includes following items: Hooks, swivels, rings, master links, shackles, pennants. The following shall be observed: For personnel transfer services all loose gear tube calculated with a minimum static load of 10 times of the total load of the personnel transfer carrier, i.e. deadweight of equipment including loose gear plus weight of permissible load. All loose gear shall be compatible with to both the lifting appliance and lifting equipment. The crane hook has to be equipped with a safety latch or an additional secured safety device between Crane hook and lifting equipment. The pennant has to be manufactured with ferrules and thimbles. Wire grips are not allowed. For each appliance a separate pennant is required, minimum length 1000 mm. Multi-sling pennants (maximum 4) have to be combined in a ring or master link. All shackles shall be C-type. C.8 Design requirements for personal transfer systems Several such carrier systems are available on the market with appropriated certification. The following design requirements are to be observed: adequate fendering and shock absorbing system to be equipped with suitable tag line to be equipped with adequate rails and protective roof to be equipped with adequate buoyancy devices to ensure self-righting in a stable condition when afloat to be painted in bright color and marked with SWL and max. capacity of persons to be equipped with fast click-buckle system and safe locking devices on access gates Edition 2013 Germanischer Lloyd Page 5 4

25 Section 5 Access and Transfer to allow transport of stretchers in horizontal position for medevac purposes C.9 Loads and load conditions C.9.1 Loads Following loads to be considered: a) Accidental loads Are loads not normally occurring during installation and operating phases e.g. failing crane operations or falling dropped objects b) Dead load This is the self-weight of any component of the lifting appliance which is not included in any other load c) Design loads Load or load condition which forms basis for design and design verification d) Functional loads Loads due to normal operations including dynamic amplification e) Environmental loads Following influences and load effects have to be taken into consideration: Wind, waves (sea state, mainly significant wave height), temperature influences f) Permanent loads To be clearly documented and accounted for the design documents and calculations g) Static load For design of transfer units a calculation of all relevant forces shall apply including of load distribution of the equipment h) Test loads Required load for testing the lifting appliance and/or loose gear and/or lifting equipment. Safety factor is generally 2.2 SWL. C.9.2 Load conditions C Operating loads Operating loads include all loads occurring during normal operations, i.e. permanent loads defined limited environmental loads functional loads, here especially crane loads C Limitation of operations Especially for cranes the change over to personnel lifting mode shall apply and extreme environmental loads, i.e. wind and sea state have to take into account. Furthermore any range limitation to be observed, if applicable. D Helicopter Landing Facilities D.1 Scope D.1.1 This Section summarizes main design considerations relating to helicopter landing facilities. Details of facilities and aspects which are mostly aeronautically determined, like size and marking of the helicopter deck, clearances around the platform, sectors for approach and take-off have to be treated according to the relevant international and national regulations or codes. Edition 2013 Germanischer Lloyd Page 5 5

26 Section 5 Access and Transfer D.1.2 In this Section it is assumed that the structure of the helicopter deck is made of steel. If a structure made of aluminum alloys shall be provided, the design should follow international rules. D.1.3 For electrical installations on helicopter facilities, e.g. obstruction, perimeter, windsock, flood and status lights see international standards. National requirements to be observed. D.2 Standards and regulations Depending on the location of the offshore installation or the flag state of the offshore unit relevant national and international standards and regulations have to be fulfilled besides of these GL Rules. The following examples can be defined: ISO Standard: Petroleum and Gas, Industries Specific Requirements for Offshore Structures Topside Structure, 8.5 IMO: Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU Code), Chapters 9 and 13 IMO Res. A.855(20): Standards for on board Helicopter Facilities ICS (International Chamber of Shipping): Guide to Helicopter/Ship Operations CAP 437: Offshore Helicopter Landing Areas D.3 Helicopter data For providing relevant helicopter facilities the Owner/Operator has to define the following information: types of helicopters to be operated geometrical main dimensions, especially length of fuselage, number and diameters of rotors, etc. total overall length of the helicopter when the rotors are turning (D-value) weight, weight distribution and wheel or skid configuration highest vertical rate of descent on the helicopter deck, e.g. because of a single engine failure, etc. data for winching operations, if applicable lashing systems to be provided possibility of an unserviceable helicopter stowed on the side of the deck while a relief helicopter is required to land, if applicable fuel used and type and capacity of refueling equipment to be provided starting equipment, if applicable D.4 Arrangement of the helicopter deck D.4.1 For the arrangement of the helicopter deck the following aspects have to be considered: location on the installation/unit with respect to prevailing wind conditions, air turbulence and quality of the air flow due to adjacent structures hot gas thermal effects due to flare plumes or exhaust emissions, which may degrade helicopter performance by increasing the ambient temperature clear approach and take-off sector as recommended in international or national standards, helidecks should be at or above the highest point of the main structure the obstacle-free sector should be positioned facing into the prevailing wind so that the helicopter can approach into wind with the deck in the right-hand quadrant as viewed from the helicopter and facilitating an into wind overshoot in the clear sector ready and protected access to and from the accommodation area without the need to pass through working areas effect of adjacent structures of one installation or vessel affecting the air quality and obstacle protected surfaces of another installation or vessel Edition 2013 Germanischer Lloyd Page 5 6

27 Section 5 Access and Transfer D.4.2 In addition regarding the arrangement of the helicopter facilities within the whole installation or unit arrangement, applicable national regulations shall be observed. D.5 Documentation to be submitted D.5.1 Plans showing the arrangement, scantlings and details of the helicopter deck are to be submitted. The arrangement plan is to show the overall size of the helicopter deck and the designated landing area. If the arrangement provides for the securing of a helicopter or helicopters to the deck, the predetermined position(s) selected to accommodate the secured helicopter, in addition to location of deck fittings for securing the helicopter is to be shown. D.5.2 The helicopter for which the deck is designed is to be specified and calculations for the relevant loading conditions are to be submitted. D.5.3 Technical documentation for equipment, aviation fuel system and fire protection/fighting is to be provided. E Safety Provisions for Helicopter Facilities E.1 General This Section provides additional measures in order to address the fire safety objectives for units fitted with facilities for helicopters and meets the following functional provisions: helideck structure should be adequate to protect the unit from the fire hazards associated with helicopter operations; fire-fighting appliances should be provided to adequately protect the unit from the fire hazards associated with helicopter operations; refueling facilities and operations should provide the necessary measures to protect the unit from the fire hazards associated with helicopter operations. Helicopter facility operation manuals, have to be included in the operation manual. Appropriate training should be provided. E.2 Construction The construction of the helidecks should be of steel or other equivalent materials. If the helideck forms the deck head of a deckhouse or superstructure, it should be insulated to A-60 class standard. If aluminum or other low melting point metal construction that is not made equivalent to steel is used, the following provisions should be satisfied: after each fire on the helideck or supporting structure the helideck should undergo a structural analysis to determine its suitability for further use. if the helideck is located above the units deckhouse or similar structure, the following conditions should be satisfied: the deckhouse top and bulkheads under the helideck should have no openings; windows under the helideck should be provided with steel shutters; E.3 Escape A helideck should be provided with both a main and an emergency means of escape and access for firefighting and rescue personnel. These should be located as far apart from each other as is practicable and preferably on opposite sides of the helideck. E.4 Fire fighting appliances In close proximity to the helideck, the following fire-fighting appliances should be provided and stored near the means of access to that helideck: at least two dry powder extinguishers having a total capacity of not less than 45 kg; carbon dioxide extinguishers of a total capacity of not less than 18 kg or equivalent; Edition 2013 Germanischer Lloyd Page 5 7