BSP Marine Procedures MP106 Rev 2

7/24/2019 BSP Marine Procedures MP106 Rev 2

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Brunei Shell Petroleum Company Sendirian Berhad

BSP-14.05.Procedure-106

MA R I N E P R O C E D U R E SM O D U L E 6

L O C A T I O N M O V E S

T H I S D O C U M E N T D E S C R I B E S T H EP R O C E D U R E F O R M O D U / M O U / W O R K

B A R G E S A N D W O R K B O A T M O V E S , A N C H O R HA N D L I N G O P E R A T I O N S


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Marine Procedures Module 6

Location Moves Marine Procedures Module 6Location Moves BSP-14.05.Procedure-106 , Revision

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Revision Record

REV REVISION DESCRIPTION DATE

1 Revision and re- issued of previous document BSP.14.05- Procedure- 007 Nov 2004

2 Revision and Updates of previous document BSP.14.05 Procedure 106 Dec 2009

This document is not considered HSE critical and this revision shall have a maximum validity of fiveyears after the last revision date. Beyond this, it must be assessed for relevance and re-validated in

accordance with: Document Control (BSP-02-Procedure-001)

Suggestions for further improvement in this document should be sent to the Document Owner.

Distribution

The document owner is responsible for distribution control. The original electronic version is storedin LiveLink and accessible via BSP OnLine web site. Paper copies are not controlled documents.

Notice and Warning

Copyright 2004, Brunei Shell Petroleum Company Sendirian Berhad

This document is the property of Brunei Shell Petroleum Company Sendirian Berhad (BSP), SeriaKB3534, Negara Brunei Darussalam. Circulation is restricted to BSP and its designatedassociates, contractors and consultants. It must not be copied or used for any other purposeother than which it is supplied, without the expressed written authority of BSP.

Except where provided for purposes of contractual requirements, BSP disclaims any responsibilityor liability for any use or misuse of the document by any person and makes no warranty as to theaccuracy or suitability of the information to any third party. Any misuse of the document isredressable by BSP.


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C O N T E N T S

1 INTRODUCTION ...........................................................................................................45

1.1 Purpose 45

1.2 Scope 45

1.3 Terminology 45

2 MODU/ MOU LOCATION MOVES- GENERAL ..............................................................56

2.1 General 56

2.2 Responsibilities 56

2.3 Sailing Instructions 810

2.4 Marine Control and Instructions to Masters 810

2.5 MODU Tendering and Employment 910

2.6 MODU Mooring and Towing Equipment Specifications 910

2.7 Anchor Handling Tug Specifications 911

3 PLANNING MODU BARGE MOVES ......................................................................... 1112

3.1 Planning the MODU/ Barge Move Introduction 1112

3.2 Notification to Move 1112

3.3 Seabed Surveys 1112

3.4 Anchor Patterns 1112

3.5 Pre Move Meetings 1314

4 MOVE PREPARATIONS MOU/ AHT ......................................................................... 1415

4.1 MODU Barge Preparations 1415

4.2 Readiness for Anchor Handling/ Towing 1415

4.3 AHT Preparations 1416

5 ANCHOR HANDLING OPERATIONS..................... ............ ............. ............ .............. 1718

5.1 Anchor Handling Operations General 1718

5.2 Anchor Handling Operations AHT 1718

5.3 Anchor Handling Operations MODU/ MOU 1920

5.4 Mooring Tensions 2021

5.5 Handling of Anchor Wires by GP Boats 2122

5.6 Shallow Water Anchor Handling 22235.7 Deep Water Anchor Handling Operations 2527

6 APPENDICES ............ ............ ............. ............ ............. ............... ............. ............ ..... 2628

6.1 Pre- Move Meeting Minutes 2628

6 2 Tow Masters/AHT Checklist 2931


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1 I N T R O D U C T I O N

1.1 Purpose

The purpose of this module is to describe the operation for planning, moving and relocating aMOU (Mobile Offshore Unit), Workboat and Barges at any location within the BSP concessionarea.

The module will describe and explain the interface and working responsibilities between thedepartments and marine resources including the Anchor Handling Tugs (AHT), MOU, Workboatsand Barges involved in these operations.

The module is written to primarily assist the Master of the AHT, Barge Master, Work Boat Mastersand the Tow master in performing these roles in a safe, efficient and cost effective manner withdue regard for professional seamanship, and as required by International, Brunei and Industryand EP standards. The module will describe the role and responsibility of the Master and otherinvolved parties, describing the interfaces of marine operations involving other BSP departments.References to associated marine activities are described within the principal and supportingMarine Operations Modules.

1.2 Scope

Marine Procedure Module 6 defines and includes the role and responsibilities for :

Anchor Handling Tug Supply Vessels (AHTS) and Anchor Handling Tug (AHT), Tow master, DSV,

Tool Pushers, Geomantic Surveyor and Mobile Offshore Units (MOU), Workboats and the relevantparties involved in the planning, movement and relocation of the above MOUs anywhere withinthe BSP concession area. For workboat operations, refer to Marine Procedures Module 10.

1.3 Terminology

Abbreviations, terms and references used frequently in this and other management systemdocumentation are defined in the: Management System Glossary (BSP-02-Guideline-003)

Terminology specific to this document is given in the table below:

ABBREVIATION/TERM MEANING

AHTS Anchor Handling Tug Supply Vessel

AVT Automatic Vessel Tracking System

BMS Barge management System

RP Remote Positioning

CLASS Classification Society rules and regulations governing the construction andseaworthiness of a marine vessel

CSR Company Site Representative


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2 M O D U / M O U L O C A T I O N M O V E S - G E N E R A L

2.1 General

Nothing contained in these procedures is to be construed as superseding the joint responsibilityof the Supply Vessel Master and installation SOS or the BSP Drilling Supervisor (DSV) for the safeconduct of the operation. If any party, the Master, SOS or the DSV, believes the operation cannotfor whatever reason be done safely, the operation shall not be started or continued.

Refer also to:- Marine Procedures Module 1 section 2.4 Controlling Authority.

The responsibility for the safety and operation of a mobile offshore drilling unit (rig) or mobileoffshore unit lies with the rig owners and their appointed representatives on board at all times.

2.2 Responsibilities

2.2.1 Senior Operations Superviso r (SOS)

The SOS is the ultimate Brunei Shell authority aboard a platform complex who gives permissionfor the entering, moving, anchoring and mooring of vessels and Mobile Offshore Units (MOU)within the platform general safety zone (500m). When a vessel or MOU is connected to the largercomplexes this authority extends to these vessels.

He is ultimately responsible for the safe conduct of cargo and passenger transfers between vesselsand platforms in his area of control.

2.2.2 Drilli ng Contractors Toolpus her (OIM)

The Toolpusher or Offshore Installation Manager (OIM)is the owner s representative and is overallresponsible to the rig manager for the safe operation of the rig. He must endorse the decision tocommence rig move operations according to the approved plan, following consultation with theBSP drilling supervisor, SMR tow master and the insurance representative (if applicable).

Responsible for ensuring that the MODU is prepared correctly for the rig move.

Responsible for the seaworthiness of the rig as advised by the Tow Master/Barge Master andWarranty Surveyor

Responsible for the daily work, safety of personnel on board and PTW carried out correctly.

Work list prior to commencement of Jacking down duties and correct deployment of personnel toconduct the operation.

Shall establish satisfactory communication between all personnel involved in the jacking andmooring operations.


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2.2.4 BSP Drill ing Supervisor (DSV) / CSR

The BSP drilling supervisor/ CSR is the company representative on board and is responsible forthe company' s interests. He liaises between the drilling contractor' s/ Construction orMaintenance personnel and the Drilling Engineering/ Campaign Department. In the case of aself- elevating MODU, he accepts the final position of the drilling unit with reference to the newwell location, as advised by the owner s representative.

2.2.5 Marine Off shore Operations Supervi sor (Tow Master SMR/2X)

The SMR Tow Master is the BSP Marine Advisor to the Contractor Toolpusher (OIM) of the MODU.

The BSP Tow Master co- ordinates the moves the MODU in accordance with the approved rigmove plan. His duties include, but may not be limited to the following:

1. *Please note that the overall responsibility of the MODU still lies with the Toolpusher/OIM

2. He is responsible for controlling the movement and the operation of all assisting marine craftsin the anchor recovery operation, tow between locations (inter field tows), anchor deploymentoperations and preserving from undue risk on pipelines, platforms and subsea installationswhich may be affected by the rig move operation.

3. Advising, planning and producing the rig move plan for the operation, and obtaining approvalfor the rig move plan from the Toolpusher/OIM and Rig Manager

4. Carries out inspection and confirmation of assisting vessels scheduled for the move and the

rig equipment are all properly prepared.

5. Briefing of masters (AHT, GP Boat, Dive Support etc) on the conduct of the rig move operation.

6. Initiate the transfer of command from coordination of barge movements to the Tow VesselMaster whilst enroute and take over when moving into the BSP field

7. Interface between the assisting vessels and the barge engineer.

8. Advising the contractors Toolpusher/ Rig Superintendent of defects in the rig' s marineequipment and the required action to overcome these defects.

9. In the case of a self- elevating MODU, assist in the positioning of the rig to the satisfaction ofthe drilling supervisor and owners representative.

10. To advise the BSP s Head of Marine Operations on the progress of the rig move operationand of any changes to the rig move plan which may be required in particular circumstancesduring the rig move.

11. Close liaison with the insurance representative to ensure all intended actions are agreedand approved by him.

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5.To brief and inspect all vessels involved in the Anchor Handling Operations

6.To coordinate and hold a pre- rig move meeting with all parties involved in the rig move

7.To ensure that the agreed rig move plan and Marine Procedures are being adhered to.

8.To ensure that appropriate navigational warnings are promulgated.

9. Will decide together with the Contractors Tow Master when it is safe and practicable tocommence operations within the limitations of the MODUs Operations Manual and BSPMOPO.

2.2.7 Insurance Representative (Warranty Surveyor)The insurance representative may be present during rig move operations and is responsible to theunderwriters for their interest in the rig. The insurance representative will always be present ona self-elevating MODU during rig move operations. He will monitor, approve and record the unit's stability calculations, endorse the rig move plan, inspect the towing vessels, rig equipment.Operations shall not commence without his approval. He may exercise a power of veto where theinterest of the Insurance Underwriters is compromised.

1. Responsible to monitor the operations throughout the rig move

2.To ensure that all operations are conducted within the terms of the Certificate of LocationApproval and advise the Tow Master on any matters, which he considers prejudicial to theinsurance risk covered.

3. Responsible for the issuance of towage approval certificates and approve the nominatedtowing vessels for the rig move.

2.2.8 TSM/1 Survey Representative

1. He shall ensure that all digital map data on the positioning systems on the rig and the AHTsduring the rig move operation are fully up to date and operational.

2. At any stage of the operation he must highlight to the BSP Tow Master if he feels that theseabed assets maybe at risk.

3. He shall check and endorse the final rig and anchor positions.

4. He shall prepare a report to capture all the important aspects of the positioning operations.

5. He shall organise the working schedule to ensure continuity in the positioning systems.

6.To ensure the BMS system on board the Rig/Barge and AHT is in working condition prior theRig/Barge move and during the operations

7. Monitoring and reporting to Tow master / Barge master position of the Rig/ barge and course

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2.2.9 Stern Team

1. Monitoring and report to control tower (OIM / Tow Master) the distance off platform whistpulling in and out of location

2.2.10 Winch Operators

1. Under the supervision of Barge master/ OIM

2. Knowledge of anchor wire length pay out when pay out meter is not working

3. Must be competent in the winch operation and safety systems, functions and limitations.

Vessel and MOU Owners shall be able to demonstrate necessary training has been given toWinch Operators.

2.2.11 AHTS Master

1. Responsible for the safety of their vessel and where towing, the safety of the tow.

2.To ensure that proper navigational warnings are issued at regular intervals

3. Responsible for all anchor handling operations and that they are carried out in a safe mannerwith due regard to safe working practices and good seamanship

4.The Master of the lead tow vessel to be liaison vessel/master to the Two Master

5. During the tow to freshen tow wire at appropriate intervals in order to avoid chafing anddamage to the tow wire.

6. Lead tug to ensure sufficient room for the vessel to manoeuver (clear from platform and anyobstructions)

7. Monitoring the course line clear from cables or water pipelines whilst running or retrievinganchors

8. Deck anchor when crossing pipelines and cables

9. Static run or run under tension for anchor wires crossing cables or water pipelines

10.To confirm with surveyor prior dropping anchors

11.Supervise and monitor Safety of crew onboard

12.To comply with SMR anchor handling procedures

2.2.12 AHTS Chief Engineer






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- Marine Procedure Module 105 - Supply Vessel Operations.

These modules detail a number of general marine activities, applicable to anchor handlingoperations described in this module. In particular the importance for maintaining effective controland communications with all involved parties, offshore and onshore.

2.5 MODU Tendering and Employment

Drilling Engineering Department (TSW) is responsible for the tendering of all Mobile OffshoreDrilling Units and as applicable, the marine support/ resources which will assist the MODU,operating within the BSP concession area.

The Marine Department (SMR) is required to assist TSW with the tender evaluation, with respectto evaluating and inspecting ALL marine resources proposed for the particular contract, includingbut not limited to:

1. Drilling Tenders including the requirement for the MODU to successfully complete ananchor pull test.

2. Marine resources, (AHTS, AHT, Supply Vessels, Standby Craft).

All senior marine personnel (proposed for working on board any BSP contracted marine resource)are required to attend BSP s Marine Department for interview and briefing.

2.6 MODU Mooring and Towing Equipment Specifications

Mooring and towing equipment is specified within the contract technical specifications for theparticular MODU/ MOU.

1. Generally for mooring/anchoring equipment the MODU/ MOU is required to have, Anchorwires of at least 1200 metres in length of the appropriate size commensurate with the MOU.For workboats, the anchor wire length is approximately 1,000 metres, of size normally 32mm.

2. Installed with wire footage counters and tension meters.

1. Anchor pennant wire must not be less than the maximum water depth at a location plus fifty(50) metres. Practically, pennant wires of 80 metres in length are normally of a sufficientlength to cover most operations. Where longer pennant wires are required, extension wiresshould be used, connected with a hinged link.

2. The terminations on pennant wires and anchor wires are to be the closed spelter/ gold nose

type sockets. The use of bulldog grips for making terminations is not acceptable. The use ofLong Nose Spelter Socket is not permitted.

3. The use of aluminium sleeves as a ferrule splice on wires is not permitted in BSP. Experiencefrom anchor handling operations, that, these type of sleeves/ splices are susceptible todistortion under high loads.



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1. All vessels engaged in anchor handling operations shall be manned in accordance with theprovisions of STCW 95 Chapter VIII, Section A-VIII/1 Fitness For Duty. Additionalpersonnel may be required to provide continuous 24 hours anchor handling operation.

2. The vessels Bollard Pull is adequate for the proposed job and type of MODU contracted inwith regards to bollard pull requirements for Ocean and Interfield tows.

3. During an anchor handling/ towing operation, the number of operational personnel with noprevious or recent experience onboard anchor handling vessels shall be restricted to one,unless carried as an addition to normal crew levels, referred to the Safe Manning Documentand STCW 95, Chapter VIII.

4. There shall be in place a safe and effective method of stoppering wire pennants taking intoaccount the loads likely to be placed on the wire and the load- bearing capacity of the wiretermination employed.

5. The operation and maintenance of all equipment shall be in accordance with themanufacturer s instructions.

6. A suitable system must be in place for the testing, inspection, maintenance and recording ofanchor handling equipment retained onboard vessels and installations. A means ofrecording the results and frequency of such work shall be used.

7. Particular attention shall be paid when using soft eye pennants as they wear more quicklythan hard eye pennants and require frequent inspection.

8. Brunei Shell policy does not allow a vessel without remotely operated wire/ chain stoppers

such as Triplex or Karm Fork shark jaws and towing pins to handle anchors.

9. The Master of an anchor handling vessel must ensure that his crew is familiar with thefeatures and operation of this type of equipment and emergency release systems.(Towing andWork Winches, Triplex and Karm Fork shark jaws)

10.The use of a pelican hook to handle anchors is prohibited,as these are considered unsafe.

1. All wire terminations shall consist of Gold Nose type or equivalent sockets. The use ofLong Nose Spelter Socket is not permitted.

2. In order to stow correctly the work wire and pennant wires to prevent damage to these wireswhilst on the work drum, a hinge link must be provided on board the AHT for connectingthe work wire onto pennant wires.

3. The use of aluminium sleeves as a ferrule splice on wires is not permitted in BSP.Experienced from anchor handling operations, these type of sleeves / splices are susceptibleto distortion under high loads.

4. The use of roller fairleads mounted on the deck or crash barrier of vessels must be carefullymonitored, with inspection and maintenance performed regularly so as to ensure that any

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3 P L A N N I N G M O D U BA R G E M O V E S

3.1 Plannin g the MODU/ Barge Move Introd uction

The movement and relocation of MODU/ Barges within the BSP concession area imposes acertain amount of risk on existing structures and subsea structures. It is important that allMODU/ Barge moves, more commonly known as Rig or Barge Moves, are well planned so as toensure that controls are in place to manage and reduce the risks to as low as reasonablypracticable.

3.2 Notification to MoveFrom the Rolling Activity Plan (RAP) the drilling programmes are published has identified the nextlocation for the MODU/ Barge.

Although a predetermined time scale cannot be set as a minimum requirement for the planningand approval of anchor patterns, the Drilling/ Campaign Departments are requested to advisethe Marine Department as soon as possible of any changes to this programme.

Normally, 2 weeks prior to the scheduled move date, the Marine Department will commencepreparations for MODU/ Barge moves, with the intention to conduct the Rig/ Barge Pre Movemeeting 1 week before this date.

3.3 Seabed Surveys

Preparations for planning a MODU move include the requirement for Seabed Surveys identifyingseabed obstructions, which may foul anchor wires/ rig s legs.

The Marine and Drilling/ Campaign Departments request seabed surveys, which are conductedby the Topographical department, TSM/1. A lead Time of approximately 4 weeks is required by

TSM for the Debris Survey.

When required, soil boring surveys are conducted by SEN (Structure/ Civil Engineering), forwarding theinformation to TSM and TSW for the placement of Jack ups.

Information obtained from the seabed survey will include:

1. Bathometry and Seabed Profiles

2. Presence of debris and other obstructions on or under the sea floor

3. Composition of the seabed

4. Shallow Geology

5. Presence of Shallow Gas



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3.4.1 Minimum Anchor ing Distances from Pipelines or Other Sub SeaStructures

Where operations require a distance of less 1 nautical mile from a pipeline or subsea structurethe following minimum distances shall apply and only anchor patterns satisfying theserequirements shall be approved.

The safe anchoring distance must remain as large as practicable, but never less than 100m froma pipeline or sub-sea structure and also that the shortest distance from where the wire crossesthe pipeline to the anchor is never less than 200m in the direction of pull.

The deployment of anchors must take into consideration the following factors:

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3.5 Pre Move Meetings

Head of Marine Operations (SMR/ 2) is responsible for co- coordinating the pre- move meetingprior to a MODU/ Barge move. This responsibility may be delegated to the nominated TowMaster (SMR/2X) who will be present and is required to chair and formally report on the meeting-See Appendix 6.1 Pre-Move Meeting Report. The pre- move meeting must be conducted prior tostarting any move, with representation from the following departments:

1. SMR/ 2 and or SMR/ 2X

2.

TSW/1 / 2 /4 or SCO/5/5X3. Rig/ Barge Manager

4. AHTS Contractor

5. STL/11

6.

TSM/ 117. WOP/EOP Representative

Additional representatives from other disciplines may be invited, dependent upon any additionalwork/ operations planned during the move e.g. de- pressurisation of critical subsea pipelines,diving operations, Helideck lifts.

This meeting will discuss and agree on the requirements of the planned move including but notlimited to:

1. Person In Charge

2. Location Details Old and New

3. Anchor Pattern Plan includingidentification and marking of criticalpipelines, subsea cables and debris.

4. Anchor pattern to consider reduction ofanchor wires crossing sub sea cablesand uncoated pipelines (such as waterinjection lines in Champion field andPGWJ01 and CWWJ02 line).

5.To identify electrical sub sea cables/uncoated pipelines/areas of free span inway of the anchor wires

6.To agree and discuss measures to betaken to avoid contact with thesecables/ uncoated pipelines. Seeattached checklist in Appendix 6 3 -

8. Seabed Surveys

9. Position Fixing and Demarcation

10. Weather Conditions Expected

11. Logistics and Scheduling

12. Communications

13. Proposed Towing Method and routeincluding estimated timings

14. Command Transfer

15. Night Time Operations forApproach and anchor handling

operations (Refer to Rig Move MOPO)

16. Contingency Planning

17. Diving Assistance

18 Concurrent operations with other






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4 M O V E P R E P A R A T I O N S M O U / A H T

4.1 MODU Barge Preparations

For the MODU, the Barge Engineer is responsible to the Toolpusher for the marine operation onthe rig including stability, watertight integrity, lashing and securing of rigs equipment and thereadiness of mooring and towing equipment. For other MOU, The Barge Master is responsible forall of the above and reports to the BSP Company Supervisor (CSR).

4.1.1 Back loading and Securi ng of Equipment

Prior to the rig move, the MODU is responsible for ensuring that sufficient resources have beenrequested and nominated through STL to ensure the MODU is clear of materials and bulk cargoesin order to commence anchor-handling operations at the prescribed time.

In the case of the other MOU, the contract holder will be responsible for the above.

All equipment remaining on board the MODU/ MOU is required to be lashed and secured priorto lifting, anchorhandling or towing operation.

4.1.2 Stability Calculations

Stability of the MODU is the responsibility of the Drilling Contractors Toolpusher, who inconjunction with the Barge Engineer will check and ensure the stability criteria of the MODU, isin accordance with the operational recommendations for that particular unit.

The MODU is required to have available stability calculations that demonstrate that the stabilitywill remain satisfactory during the planned passage, under fair as well as severe weatherconditions. In addition to the sailing condition, stability calculations should consider the worst-case scenarios, which may occur towards the end of a prolonged job. Print outs of these conditionsare to be displayed throughout the operation and reviewed as soon as there is any event whichmay change the MODUs condition.

Any criteria in the stability Booklet must be adhered to.

Consideration must be given to the reduction in stability as a result of the free surface effect ofpartially filled tanks. Whenever possible, tanks must be either completely full or empty.

The Tow Master is to be advised of the proposed draft and trim for the intended passage.

Careful attention must be given to maintaining the watertight integrity and seaworthinessthroughout the passage, in particular when the MODU has a small freeboard.

On jack- up drilling rigs, where the legs are raised and the rig is under tow, caution must exercisedthat the movement of the rig in a seaway does not exceed the operational limits for that rig. Inthe case of other MOU, the Barge Master and Tool Pusher/OIM are fully responsible for all of the


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4.3.1 Provision for Clear Decks and Suitable Stability Criteria

STL/11 shall inform the Master of the AHT that his vessel is scheduled for a particular rig move,which require the vessel to conduct anchor handling and possibly towing operations.

With respect for ensuring the AHT has clear decks and a suitable draft and trim for anchorhandling and towing operations, the Master is required to advise STL at the earliest opportunityhis logistical requirements.

To achieve the correct draft and trim for anchor handling and towing operations, requests todischarge bulk cargoes (e.g. drilling mud) and or take on additional water and or fuel are to besent directly to STL. Consideration must be given to the reduction of stability and deck edge

immersion when towing and anchor handling with low freeboard.In addition to the sailing condition, stability calculations should consider the worst casescenarios, which may occur towards the end of a prolonged job. Print outs of these conditions areto be displayed throughout the operation and reviewed as soon as there is any event which maychange the vessels condition.

Any criteria in the stability Booklet must be adhered to.

4.3.2 Provision for Anchor Handling Equipment

Master of the AHT is responsible for ensuring that the vessels anchor handling equipment isoperational and ready for use.

Prior to the pre rig move inspection and briefing by the Tow Master, the Master of the AHT is

required to inspect and function check all the anchor handling equipment, including theemergency release functions of stoppers and tow/ guide pins. The correct size of inserts- ifapplicable is available- Karm Fork type stoppers. To assist Masters, the pre rig move Tow Master/

Tug Master inspection checklist is included in Appendix 6.2.

4.3.3 Bollard Pull

Master to ensure that the vessels bollard pull is adequate for the proposed job. In considering thisMasters should be aware that bollard pull, as measured from the vessels certificates in some cases donot allow for the power used by working deck machinery. Allowance for any reduction should bemade when considering bollard pull available during the job.

Maximum bollard pull is achieved with the cable right astern, rudders amidships and a furtherreduction in bollard pull must be allowed for should the angle of the cable lead other than rightastern.

4.3.4 Pre Move Briefings


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1. Navigational warnings to be broadcast at regular intervals.

2. Method of position fixing before laying anchors

3. Drafts limitation if anchor handling in shallow water, enroute passage


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5 A N C H O R HA N D L I N G O P E R A T I O N S

5.1 Anchor Handling Operations General

Handling rigs anchors at sea can be a particularly hazardous and arduous task. No formal hardand fast rules and procedures can be laid down for anchor handling/ towing operations, as somany variable factors apply. Offshore personnel should be aware of the operational limitationsof the various vessels utilised, including their power and freeboard, bearing in mind that the safetyof the vessels crew is of paramount importance.

All vessels and MODU/ MOU are required when underway to ensure its own anchors are secured

in the hawse pipes or on the anchor racks- with double securing arrangement; use of brake aloneand guillotine bars (unless locking points are in) are not considered as meeting such requirement,especially where its passage crosses pipelines or other underwater structure.

5.2 Anchor Handling Operations AHT

5.2.1 Crew Briefings

Prior to the commencement of any anchor handling operations, the Master is to conduct a crewbriefing, tool box talk. Discussing the sequence of operations, hazards and controls identified,crew duties, their experience and the requirement to wear full PPE, including approved buoyancyaids with self-activating lights and reflective tapes.

The risk assessment is to be sued as a prompt when discussing hazards in the operations.

5.2.2 General Precaution on Anchor Handling Operations

1. Care must be taken when opening up wire coils, in particular pennant wires, as injuries haveoccurred by the springing open of the coils following release of the securing bands;

2. As with the securing of normal cargo, all equipment used in anchor handling operations shallbe secured until required;

3. When running anchors, the anchor- Master of handling tugs must be advised where theinstallation winches have payout limitations so that speed can be controlled. Effectivecommunication must be established between the Master and the winch driver;

4. A set of cutting gear shall be readily available. Personal involved in deck operations must befamiliar with the emergency release of mechanical locking devices, such as towing guide pinsand wire stoppers.

5. Where vessels are engaged in towing operations, a method to prevent the towline chafingshall be adopted.

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Every effort must be made to run anchors under some tension and in a straight line to reduce thelikelihood of bights forming on the seabed and reducing the cantenary of anchor wires, especiallyacross pipelines. When re- positioning an anchor, the anchor cable should be heaved in farenough before re- running to prevent the forming of a bight which might foul on underwaterstructure/ obstructions.

The anchor retrieval and deployment checklist (See attached appendix 6.2) must be filled for everymove, as this addresses the following:

1. General sequence of deployment and retrieval

2. Identification of critical pipelines and subsea cables as well as underwater obstructions

3. Retrieval and deployment of anchors in the static mode in order to protect the above saidcritical pipelines and subsea cables

4. Movement of the barge over these areas to prevent the anchor wires from touching thesaid pipelines, cables or obstructions

5. Deployment or Retrieval of anchor wires under a stated tension.

6. Requirement of the installation of parachute buoys

5.2.4 Communication

Effective communications between the Master, the installation staff and the deck crew are vitalfor safety. For this reason, adequate numbers of key personnel must be proficient in the English

language. An effective radio communication link on a nominated channel shall be maintained atall times whilst the vessel is engaged in anchor handling and/ or towing operations.

The Master of a vessel engaged in anchor handling/ towing operations must be notified of anyexpected helicopter movements to or from the installation during such operations.

Regular Navigation warnings on the anchor handling operations shall be promulgated by the MOUto warn other vessels in the areas. The Tow Master shall instigate this.

5.2.5 Position Fixing Before Laying Anchors

Standard marine radar equipment/ navigation equipment (such as GPS) is considered unsuitableto determine the position of a vessel with sufficient accuracy to lay an anchor in close proximityto underwater structures.

Masters shall therefore never attempt to anchor within a distance of 1 nautical mile from apipeline or other seabed structure using radar/ GPS alone. Readings from a high precisionposition fixing system (such as DGPS approved by BSP for this purpose) are required to put ananchor within 500 metres from a pipeline.

The Marine Department will lay down demarcation conditions as part o f the anchor pattern

Formatted:Bulleted + Level: 1 + Aligned at: 0.25" + Tabafter: 0.5" + Indent at: 0.5"


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See Appendix 6.3Retrieval/ Deployment Checklist for retrieving/ running of anchor Wires.

5.2.7 Anchors close to Pipelines and other Structures

When it is suspected (for whatever reason) that an anchor is within 100 metres of a pipeline orother underwater structure, the true position of this anchor must bedetermined and verified.

Where an anchor or cable is thought to have fouled on any underwater structure any furtheroperations must be suspended, and no weight put on the anchor cable, informing SMR/2 or DutyMarine Captain and the Controlling Authority, SOS for the area. If required, the anchor cable tobe slipped and buoy off for later recovery.

The Marine Department will arrange for a diving inspection or side scan sonar to determine revealthe exact position/ location and the reason for fouling.

ALL OPERATIONS MUST REMAIN SUSPENDED UNTIL THE MARI NE

DEPARTMENT HA S BEEN CONSULTED.

Further action will depend on the result of the investigation, with direct consultation between allinvolved departments.

5.2.8 Handling Anchors duri ng Darkness

Handling anchors and moving in and out during darkness is restricted, especially in the vicinityof offshore installations and pipelines. The Marine Department provides guidance to theEmploying Department as part of the anchor pattern plan approval, which shall be discussedduring the onshore and offshore pre rig move meetings. This procedure is clearly laid out in theRig Move MOPO- Please See Rig Move MOPO on Appendix 6.9.

5.3 Anchor Handling Operations MODU/ MOU

5.3.1 On Site Pre Move Meeting

Prior to the commencement of the move, the SMR/2 Tow master will request for a pre- movemeeting on board the MODU/ Barge.

This meeting must be conducted prior to starting the move, with representations from thefollowing personnel:

1. SMR/ 2X Tow master and TSM Surveyor, Insurance Surveyor (If applicable)2. BSP CSR/ Drilling Supervisor (DSV) and Tool Pusher (OIM) / Barge Superintendent/ Barge

Engineer/ Master

This meeting shall discuss and agree on the details of the planned move, including but not limitedto:



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5.3.3 Restrictions of Vessels Movements

During anchor handling operations, all other vessels not involved in the operations are to keepclear of the vicinity of the MOU anchor patterns. This may also include access to the adjacentplatforms where anchor wires are deployed close by. Any vessel intending to operate close by tothe MODU or the adjacent platforms are to seek permission from the Tow Master or designatedperson in charge of the MOU move.

5.3.4 Integrity of Mooring Systems

The Master of a vessel or similarly, the responsible person on the MOU who suspects the integrityof the mooring system or observes any other abnormal condition, must immediately notify theSenior Operations Supervisor responsible for an offshore installation as well as the MarineDepartment, and take immediate remedial action.

Anchor wires especially those that are to be used for towing in field tows and across pipelines,must be checked and confirmed clear of debris. This to be achieved by shortening up on the wireconcerned and subsequently tensioning it to clear the water for a visual inspection. Previousincident involving towing with anchor wire, which was fouled in the seabed and subsequentlycaused several pipelines to be displaced.

An anchor-handling vessel with a mooring chain locker must use such a locker when workingwith rig moorings, which consist of chain.

5.3.5 Anchor Bouy/ Tug Wire Terminations

Anchor wires, pennant wires to buoys and piggyback anchors, tug work and towing wires andwires used for the anchoring of LCT buoys shall be fitted with sockets of the respective size. Theuse of bulldog grips for the above is not acceptable.

5.4 Mooring Tensions

All vessels must maintain a monitoring system on their moorings, which is to include a record oftensions and wire lengths. This can be achieved by either an automated process which logsinformation automatically and includes both high and low tensions alarms and/ or a manuallyrecorded check which is kept for reference and assists in establishing routine monitoring by vesselstaff.

5.4.1 Range Of Normal Working TensionsThe Marine Department will provide guidance on the minimum and maximum working tensions,which must be observed when a vessel or mobile offshore unit is moored according to an anchorpattern plan. This can also be determined from the MOUs Marine Operations Manual on board.

5 4 2 P T i i


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5.4.3 Maximum Permissible Working Tensions

For working conditions, the maximum permissible tension of a mooring wire may never exceedone thirdof its certified breaking strain.

When tension in any mooring wire reaches 80% of one third of the breaking strain or the provenpre- tension, whichever is less, preparations must start to enable a rapid suspension of operationsand a move to the designated stand off position, or departure from the location, when tensionswould pass the permissible maximum.

5.4.4 Adverse Weather Actions

During periods of severe weather, a mobile offshore unit is not allowed to come alongside or nearan offshore installation and must remain well outside an oilfield safety zone, down weather andclear from areas with pipelines.

When severe weather conditions develop while already working alongside or near an offshoreinstallation, then the mobile offshore unit must move into the designated standoff position. Thedecision to pull off to the stand off position lies with the Barge Engineer who would have discussedthis the Toolpusher and the BSP Drilling Supervisor.

The Marine Department and the Senior Operations Supervisor responsible for the installation areto be notified should such a decision be reached.

When tug assistance is thought necessary because of deteriorating weather conditions then sucha request must be made early and without delay to avoid operations under already marginal

conditions.When the Master of a vessel or a similarly responsible person on a mobile offshore unit decidesin an emergency to slip a mooring cable into the sea, every effort must be made to buoy off thecable before slipping and to fix the position of the vessel or unit in order to aid future recovery.

Debris left behind on the seabed may create a serious hazard to future operations. The loss ofanchors, wires and chains must be reported to the Marine Department so that this informationcan be put on record and corrective action taken.

5.5 Handling of Anchor Wires by GP Boats

This section provides details on the process and checks to be followed when handling Barge orMOU anchor wires by the GP boats crew to run the anchor wires underneath bridges of platforms.

This is intended for master and crew of GP boat who will carry out the task. General Supervisionof the task shall be carried out by the SMR Tow master.

Prior to departing location the GP Launch Master shall inspect and test if required the necessarygears required for the Rig move operation. He shall rectify any defective gear before leaving forthe Barge or MODU move operation.


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2. Co- ordinate with the Tow master

Toolbox meeting, which must be, included but not limited to the following:

3. Safety awareness and Safe working practices

4. Availability of the Anchor Pattern for the Rig Move.

Refer to SMR Instruction No 12 For GP Boats Handling Rig s Anchor Wires for detailed methology.See Appendix 6.8for GP Launch Stern Set up for Passing Anchor Wires.

5.6 Shallow Water Anchor Handling

5.6.1 General

Due to the high risk of serious damage or complete vessel loss, the minimum under keel clearancehas been redefined when operating in shallow water, near pipelines, obstructions, anchorhandling or self-laying anchors.

5.6.2 Under Keel Clearance

The under keel clearance of any vessel must at all times be at least:

1 metre + height of obstruction*(1) + maximum range of vessel movement*(2)

*(1)In the case of anchors, the height of is the maximum height when laying on the seabed withno allowance for penetration.

*(2)The maximum range of vessel movement is the combined worst-case movement of both pitchand roll.

5.6.3 Determini ng Maximum Rise and Fall of the Vessel at any Part

The method for determining a value for the maximum range of vessel movement for the vessel is:-

1. Measure the maximum pitch of vessel on each heading and from that, calculate the rise andfall at the bow or stern.

2. Measure the maximum roll of vessel on each heading and from that; calculate the rise andfall of the outboard edge of the vessel.


Formatted:Numbered + Level: 1 + Numbering Style: 1, 2,3, + Start at: 1 + Alignment: Left + Aligned at: 0" + Tab



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5.6.5 Other Considerations

Water tight doors, especially those leading into the steering flat, engine room, bow Thrustercompartment etc must be securely closed at all times. This should be standard procedure for alloffshore operations. (Ventilation is not a valid reason for keeping doors open.)

1.The engine room must be manned and bilge alarms tested.

2. Vessel trim and maximum draft must be known and allowed for.

3.The echo sounder is to be functioning correctly with alarms set. A depth of 1- 2 metres abovethe predetermined minimum depth is recommended. Ensure corrections for draft are not set.

4. Allowance must be made for set and drift that may set the vessel into shallower water, overthe obstruction, anchor, or cause the vessel to overrun the anchor buoy.

5. Allowance is to be made for a falling tide. The minimum under keel clearance must beavailable throughout the whole operation.

6.The most up to date survey chart must be available on board; special consideration must bemade for the location of spoils (from dredging material) when working with a dredger that mayrender the survey information incorrect.

5.6.6 Actions to be taken in the Event of Touching Bottom

In event of touching bottom the Master in addition to the operator s emergency procedures:

1. Immediately activate the red button on the Remote positioning system fitted onboard. Notethat this does not activate a distress message. It only records the position of the vessel inBSP Geomatics office.

2. Contact the Duty Marine Captain. (SMR/2X)

3. Keep accurate records of the incident as it develops.

4. Issue an incident report to the contract holder, copied to SMR.

Note that excessive use of engines and rudders very often causes further damage.

If at any time or for any reason, the master considers it necessary to increase the minimum underkeel clearance, or stop operations completely, he has the overriding authority to do so and willalways receive the support of SMR when making this decision.

At no time is the master to be pressurised to undertake jobs that he does not consider safe. If hefeels this is the case, he is to contact the duty SMR.

5.6.7 Table for calculating pitch and roll correction.

Example of use:




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Simplified method of measuring pitch as illustrated in the followings:

Pitch Vessel length in meters

Ang le 30 35 40

0.5 0.13 0.15 0.171 0.26 0.31 0.35

1.5 0.39 0.46 0.52

2 0.52 0.61 0.70

Example calculation

1.00 1 meter saf

0 52 + Roll allow

RollAngle

Vess

10 12

1 0 09 0 1


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5.7 Deep Water Anchor Handling Operations

Recently rigs are moving into deeper water. Around 1200 meters and the weights involved withthe anchoring are much higher. A rig with chain/wire combination mooring is used, usingtypically 1900meters of 96mm wire, 950metres of 83mm chain and an extension of 950meters of77mm chain, then an 18Tonne Bruce FFTS Anchor. This gives an equipment weight of 368 tonnesbefore tensioning, split between anchor handler and rig.

The vessel must not connect the anchor/towing gear directly to her winch unless she can handlethe load/force/tension and dynamic conditions alone, based on her permissible capacityaccording to the stability and load calculations.

Prior to commencing deep-water anchor handling operations, the following shall be taken intoconsiderations in addition to the above anchor handling procedures:

1. Risk assessments that include Quantitative Risk Assessment (QRA), Hazard and Operatability(HAZOP) Studies, Job Hazard Analysis (JHA) and detailed site specific mooring analysis. ATraffic Light System jointly developed by Drilling/ Engineering/ Rig/ Marine experts totackle contingencies such as major riser and mooring failures;

2. Pre- job safety meeting

3.Toolbox talks

4. Use of longer lengths of work/ chaser wire, to prevent damage to work/ chaser wire causedby joining shackles;

5. Wires to be spooled under tension. Towing and anchor handling winches must be fitted withspooling device

6. Winches to be of adequate strength and correct design (i.e., designed for wire rope/wirestorage)/ capacity to accommodate the type of size and length of wire spooled.

7. Work/ chaser wire fitted with heavy-duty 200 MT SWL sealed swivels to avoid twisting damageand prevent potential injury to deck crew caused by the inherent high torsional loads duringdeep-water anchor handling operation.

8. Use of chain connecting links to prevent the ferrule being engaged in the mechanical stoppersor use of steel ferrules, certified for use in mechanical stoppers

9. Use of pigtails on buoys so that they can be launched under tension and avoid shock loaddamage.

10. On modern vessels, arrangements exist to ensure that approximately 75% engagement ofcable on relevant gypsy and adequate power is available. On other vessels, when deployingchain from a locker in deep water the chain shall be led from the gypsy as normal, then passeddown the deck around one or more towing pins to give a lead back up the deck to the oppositegypsy. The chain shall then be passed under and over the gypsy to lead back down the deck



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6 A P P E N D I C E S

6.1 Pre- Move Meeting Minutes

MARINE OFFSHORE OPERATION SMR/2PRE RIG MOVE MEETING

DATE

VENUE

RIG

ATTENDED BY

SMR/2

SMR/2

SCO/ 4

SCO/

SCO/

TSM/ 12

RIG MANAGER

STL/ 11

MJVI Marine coordinate

LOCATION DETAILS

OLD LOCATION NEW LOCATION

LATITUDENORTHINGS

LATITUDENORTHINGS

LONGITUDEEASTINGS

LONGITUDEEASTINGS

WATER DEPTH WATER DEPTHHEADING HEADING

DURATION OF STAY

PERSONNEL IN CHARGE / ATTENDING MOVE

TOWMASTER

BSPREP/ CSR


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DEPARTURE LOCATION

READY TO MOVE DATE/ TIME

BACKLOAD / EQUIPMENT TRANSPORT

OPD/SCO WORK (TIE INS)

TOWMASTER ONBOARD DATE/ TIMEPERSONNEL TRANSPORT

BOATSIN ATTENDANCE DATE/TIME

TOPO ASSISTANCE

LCT MOORING (Assembly and size) Recover after completion of Back loadingfor carriage on Lead Tug.

WEATHER FORECAST Available.

WIRE CHANGEOUTS PLANNED(anchors/pennants)

NAVIGATION WARNINGS SMR Tow Master to instigate VHF navigation warnings before anchor operations commence

ANCHOR HANDLING RESTRICTIONS

DIST FROM CONDUCTOR, HEIGHTABOVE SEA BED.

ANCHOR BUOY PENNANT WIRELENGTHS

ACTION POINTSFROM LAST MOVEREPORT

ARE FENDERS TO BE USED/ BEENINSPECTED? Y/ N

ACTION PARTY:

TOW BRIDLE Rigpersonnel to ensure TowingBridle and anchor winches are prepared and ready for use before the move.Sufficient spare wire pennants, extensions, sockets, socket fast, shackles and split pins to be on board.

TRANSIT

DISTANCE

TIMELEAD TUG

TOWING DRAFT

LEAST WATER DEPTH EN ROUTE


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PULL IN

BOAT LANDING ACCESS

LCT MOORING: LCT to be laid out and tested prior to departure of AHT.

SUPPLY OPERATIONS

STAND BY VESSEL REQUIRED ?

OTHER RIGS/ WORK BOATSIN VICINITY, ANCH

PATTERNS

ESTIMATED TIMINGS

OLD LOCATION

Pre move meetingon rig

TugInspections

Retrieve anc ors

Connect bridle

Tow out of location

Pass back anchors

Tota

Tow

NEW LOCATIONPass anc or/ sDisconnect Bridle

Final ApproachRun AnchorsPretension

Move into location

Total

GRAND TOTAL

NB This does not allow time waiting on daylight and/or weather.

Distribution: SMR/ 2, BSP Contract Holder Dept and Operator for approval and onward passage to rig.SMR/ 2 Sec to forward to Anchor Handling Tugs. Original and signed approval sheets to SMR/2rig file.


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Marine Procedures Module 6Location Moves Marine Procedures Module 6

Location Moves BSP-14.05.Procedure-106 , Revision


Centered

6.2 Tow Masters/AHT Checklist

Rig: From: To:

Vessel:

Date:

1 Meeting held on board AHT. (Pennant lengths, links, sequence of anchorhandling, tow routes, navigational warnings, stand off position)

2 BA charts updated and Topo charts available.

3 VHF working channel agreed. CH:

Alternative channel agreed. CH:

4 Deck space clear

5 Towing, work and tugger wires in good condition.

6 Towing, working and tugger winches operational.

7 Towing pins tested and operational.

8 Shark jaws/karm forks operational.

9 Stern Roller operational.

10 Sufficient spare shackles, split pins and wires on board.

11 Engines and bow thrusters normal.

12 Navigational equipment in good working order.

13 Lights and day signals available/working.

14 All Watertight Doors closed

15 Crew safety briefing carried out.

16 Designated person to direct lifting ops with rig. Banksman jacket available.

17 Designated winch operator identified for local and bridge operation

18 Towing stretcher ready. Inspected and in good condition.19 Handover of tow between tug and tow master discussed.

20 Routine and emergency communications agreed upon. Telephone numbersexchanged.


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6.3 Retrieval and Deplo yment Checklist for Anchor Wires

CHECKLIST FOR ANCHOR HANDLING DEPLOYMENT

Barge/MODU :

Location :

Size of Wire :

Water Depth :

Date :

CHECKLIST FOR ANCHOR HANDLING DURING DEPLOYING ANCHORS

Anchors Cable Latest

Debrissurvey

Plananchor

sequence

AnchorNo.

Isdeckingofa

nchor

required

Isanchorwire

over

cables

IsRigposition

over

Cable

Isrunningunder

tensionrequired

Touchdown

distanceand

tensionwhen

tensionisrequ

ired

Isstaticlay

required

Lengthofwire

tobe

spooledonAH

Tfor

StaticLayrequired

forstaticlay

IsAnchorPlan

checkedagainst

latestdebrissurvey

Remarks

(M) (KIPS) (M)

1

2

3

45

6

7


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CHECKLIST FOR ANCHOR HANDLING RETRIVAL

Barge/MODU :

Location :

Size of Wire :

Water Depth :

Date :

CHECKLIST FOR ANCHOR HANDLING DURING RETRIEVING ANCHORS

Anchors Cable Latest

Debrissurvey

Plananchor

sequence

AnchorNo.

Isdeckingofanch

or

required

Isanchorwireover

cablesduring

IsRigpositionover

Cable

Isretrievingunde

r

tensionrequired

Touchdown

distanceand

tensionwhen

tensionisrequired

Isstaticretrieval

required

Lengthofwiretobe

spooledonAHTfo

r

staticretrieval

IsAnchorPlan

checkedagainst

latestdebrissurvey

Remarks

(M) (KIPS) (M)

1

2

3

4

5

6


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6.4 Rig Move Report

MARINE OPERATIONS SMR/2

TENDER MOVE REPORT

RIG

OWNER

OPERATOR

Rig move Commenced at

Completed

Rig move Time (Net)

Expected Rig move Time

LOCATION DETAILS


Latitude

Northings

Latitude

Northings

Longitude

Eastings

Longitude

Eastings

Water Depth Water Depth

Heading Heading

PERSONNEL INVOLVED

BARGE PERSONNEL OPERATOR PERSONNEL

Person In Charge BSP DSV

Barge EngineerSMR Tow Master

Insurance Rep. Surveyor

CRAFT INVOLVED IN MOVE

NAME TYPE BHP BP ON LOCATION RELEASED

TIME DATE TIME DATE

TIME SUMMARY

OLD LOCATION


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Passing Anchor (s) preparations to approach

Retrieve bridle

Final Approach

Running Anchors

Pre-tension

Total

LOST TIME BREAKDOWN

Date Time To Date Time Total hrs Reason

TotalComments on lost time :

TOW DETAILS

Distance Max Rig Draft

SpeedTow vessel positions

Leaving old location Lead Tug Tail Tug Tail TugNamePosition

Arriving new location Lead Tug Tail Tug Tail TugNamePoston

MOORING ASSEMBLY

ANCHOR WIRE DATE FITTED ANCHOR SIZE/TYPE PENNANT COMPOSITION

NO. LENGTH(M)

1

2

3

4

5

6

7

8

LCT = 8T Danforth + 330m 2.25 pennant.

WEATHER

Date Time Wind Actual Sea State Weather Activity

Spd Dirn Sea Swell


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6.5 Rig Move Notif ication

MARINE OFFSHORE OPERATION SMR/2

TO All Vessels

FROM SMR/2

c.c. DSV/CSR Global Emerald DATE: 1st. October, 2009

Dear Sir,

Please be informed that the Drilling Tender, Global Emerald is currently set up at MMDP-01 on aheading of 031 T. The Rig will be departing location (MMDP-01) on or about the 18thOctober forLabuan.

Rigs Position as Follows:

Northings LatitudeEastings Longitude

Duration of stay in Labuan is expected to be approximately 14 days after which the rig will moveback to MMDP-01 to resume drilling operations.

Please note that the Supply LCT and 6nos of the rigs anchors will be wet stowed off MMDP-01.

Northings LatitudeEastings Longitude

(See attached chartlets for your reference)

Should you have any queries or encounter problems please feel free to contact SMR/2X (Tel3374997)d i ffi h th D t M i C t i bil b (8730154) t id l


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6.6 Remote Positioning Procedures

Work Boats And Tugs

AT LEAST 48 HOURS BEFORE VESSEL MOVE

Fax copy of anchor pattern to SMR for approval 4985 (fax line)

SMR to fax approved anchor pattern to vessel and TSM (with coords) 2377 (fax line)

24 HOURS BEFORE VESSEL MOVE

Contact TSM and confirm next location for vessel and ETA at next location:-

During working hours (Mon. Fri. 0700 to 1600 hours) 2673

Outside normal working hours RP Surveyor 08-775032 or

Duty Surveyor 08-724091

TSM will schedule vessel movement into TSM work programme. If remote positioning is not available TSM will

advise and arrange to provide anchor positioning by demarcation.

One hour prior to start of anchoring operation, contact TSM to confirm intended location:-

During working hours (Mon. Fri. 0700 to 1600 hours) 2673

Outside normal working hours RP Surveyor 08-775032 or

Duty Surveyor 08-724091

Captain and surveyor to establish VHF communications on Marine Channel 19. All instructions regarding

anchor handling will be issued on Marine Channel 19. Call sign for surveyor is "Topo-One".

Captain to advise surveyor of the first anchor to be positioned by the vessel.

Surveyor will assign anchor to remote positioning display. After about 1 minute the display will change from a

plan chart to a bulls eye d isplay centred on the anchor drop location.

Surveyor to verbally confirm range and bearing to target and that any critical structures are visible on the

vessel display.

Captain to navigate vessel until inside the 10-metre positioning tolerance circle on the remote positioning

display. This should be done using the graphics and the range/bearing information. The surveyor will monitor

the operation and provide verbal confirmation to Captain that all systems are working correctly.

Wh h iti i ithi th 10 t t l th C t i ill "d h "


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6.7 Jack Up Pre Move Meeting Minutes

MARINE OFFSHORE OPERATION SMR/2JACK UP RIG PRE MOVE MEETING

DATE

VENUE

RIG

ATTENDED BY

SMR/ 2TSM/

RIG MANAGER

STL/11

LOCATION DETAILS


LATITUDENORTHINGS

LATITUDENORTHINGS

LONGITUDEEASTINGS

LONGITUDEEASTINGS

WATER DEPTH WATER DEPTHHEADING HEADING

DURATION OF STAY

PERSONNEL IN CHARGE / ATTENDING MOVE

TOWMASTER

BSP REP / DSV

CONTRACTOR REP / RIG SUPT

BARGE MASTER / ENGINEER

TSM SURVEYOR

INSURANCE REP

TSM DUTY SURVEYOR 8724-091 PAGER 7880

DUTY SMR/2 8730-154 PAGER 7862

MARINE CRAFT INVOLVED IN MOVE

VESSELS VESSEL MASTER BOLLARD PULL

LEAD TUG


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WIRE CHANGEOUTS PLANNED (anchors/ pennants)

NAVIGATION WARNINGSSMR Tow Master to instigate VHF navigation warnings before anchoroperations commence

ANCHOR BUOY PENNANT WIRE LENGTHS

ACTION POINTS FROM LAST MOVE REPORT ACTION PARTY:

TOW BRIDLE- Rig personnel to ensure TowingBridle and anchor winches areprepared and ready for use before the move. Sufficient spare wire pennants,extensions, sockets, socket fast, shackles and split pins to be on board.

TRANSIT

DISTANCE

TIME

LEAD TUG

TOWING DRAFT

LEAST WATER DEPTH EN ROUTE

RESTRICTIONS / HAZARDS (Coastal traffic/ inbound-outboundtankers)

ROUTE

NAVIGATION WARNINGSNavigation warnings on VHF 15/16 to be broadcast by lead tugduringtow.

ARRIVAL LOCATION

NAV WARNINGSSMR Tow Master to instigate VHF navigation warnings before anchor operations commence.

NOTICE TO OPD BSP DSV to advise AU of Approach if required.

PENETRATION / NUMBER OF PRELOADS /

PUNCH THROUGH / SHALLOW GAS ?

HEADING CONFIRMED SUITABLE WITH SAV ? TBA

BOAT LANDING ACCESS TBA


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ROLES AND RESPONSIBILITIES OF RIG PERSONNEL INVOLVED IN THE RIG MOVE

RIG: Maersk Convincer LOCATION: DATE:NAME ROLE COMMUNICATION (VHF CH)TOWMASTER

SURVEYOR

STERN TEAM:-

JACKING OPERATOR-

ANCHOR WINCH TEAMS

AHT 1

AHT 2

AHT 3

GP Boat


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6.8 Jack Up Move Report

MARINE OPERATIONS SMR/2

JACK-UP RIG MOVE REPORT

RIG

OWNER

OPERATOR BSP

Rig move Commenced at

CompletedRig move Time (net)

Expected Rig move Time

LOCATION DETAILS

OLD LOCATION- NEW LOCATION-

Latitude

Northings

Latitude

Northings

Longitude

Eastings

Longitude

Eastings

Water Depth Water Depth

Heading Heading

PERSONNEL INVOLVED

BARGE PERSONNEL OPERATOR PERSONNEL

Person In Charge BSP DSV

Barge EngineerSMR Tow Master

Insurance Rep. Surveyor

CRAFT INVOLVED IN MOVE

NAME TYPE BHP BP ON LOCATION RELEASED

TIME DATE TIME DATEAHT

AHT

TIME SUMMARY

OLD LOCATION

COMMENCE AT COMPLETE AT TIME

DATE TIME DATE TIME HOURS


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Passing Anchor (s) preparations to approach

Final Approach & soft pin

Running Anchors And Pretension

Positioning Rig

Jacking Up Barge

Preload

Let Go Tug

Retrieving Anchors & lay LCT

Total

LOST TIME BREAKDOWNDat T m To Dat T m Tota rs Reason

TOTAL TIMEComments on lost time :

TOW DETAILSDistance Max Rig DraftSpeed

Tow vessel positionsLeaving old location Lead Tug Tail Tug Tail TugName

Position Bridle

Arriving new location Lead Tug Tail Tug Tail TugNamePoston Br

MOORING ASSEMBLY

ANCHOR WIRE DATE FITTED ANCHOR SIZE/TYPE PENNANT COMPOSITION

NO. LENGTH(M)

1

2

3

4

LCT = 8T Danforth + 330m 21/4 pennant.

WEATHER

Date Time Wind Actual Sea State Weather Activity

Spd Dirn Sea Swell


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6.9 GP Boat Set Up on Deck of GP Boat for the Passing of the AnchorWire.

Equipment Required

Wire Sling 17 Ton SWL 6 Ton SWL Steel Ring Guide Mooring Ropes 6

Winchdrum

6ton shackle connected to Eyepad and end of wire sling

Hook

6 ton shackleconnected to Eye padand steel ring Guide Wire slin

Eye pad fitted ondeck

Steel ring Guid

Wire winch

17 tonshackle

Speltersocket

End of the wire slingto be secured to thehook after the slingpassed through theanchor wire socket

6 ton shackle connected to wirewinch and steel ring Guide


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