PETRONAS Carigali Moving and Anchor Handling Guideline

WW ALL S 04 012 Rev. 0, April 2012

PETRONAS CARIGALI SDN BHD

PETRONAS CARIGALI TOWING, MOORING AND

ANCHOR HANDLING GUIDELINE

PETRONAS CARIGALI SDN BHD

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Main Table of Content Rev. 0, April 2012

PETRONAS CARIGALI SDN BHD MAIN TABLE OF CONTENT Page i

TOWING, MOORING AND ANCHOR HANDLING GUIDELINE

Main Table of Contents

Preliminary Foreword

Distribution List

Amendment Summary

Preface

Abbreviation and Acronyms

Referenced Documents

Section 1 Scope and Objectives

Section 2 Personnel Responsibilities

Section 3 Vessel Requirements

Section 4 Rig/Barge Move

Section 5 Towing Arrangement and Operations

Section 6 Mooring Equipment

Section 7 Anchor Pattern

Section 8 Mooring, Unmooring and Anchor Handling Operations

Section 9 Safe Winch Operations

Appendices Appendix 1 Glossary

Appendix 2 Marine MOPO

Appendix 3 Beaufort Scale

Appendix 4 Towing Force Criteria and Calculations

Appendix 5 Resource Person

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Preliminary Rev. 0, April 2012

PETRONAS CARIGALI SDN BHD PRELIMINARY Page ii

FOREWORD

Authority for Rev. 0 Issue

Issue Approval Issue of this document has been formally approved by:

Document Custodian The following person has been assigned as the document custodian:

Name Rashidah Lailiah Bt Abd Rashid

Reference Indicator HSE/4

Position Manager, HSE System Management

Proprietary Information

This document contains proprietary information belonging to

PETRONAS Carigali Sdn Bhd and must not be wholly or partially reproduced nor

disclosed without prior permission from PETRONAS Carigali Sdn Bhd.


PETRONAS CARIGALI SDN BHD PRELIMINARY Page iii

DISTRIBUTION LIST

Copy No. Title Location

01 President, PCSB and CEO PDP MD - KL

02

02

02

CEO PEX XD - KL

03 DGM DD - KL

04 DRD DD - KL

05 DRD (HSE) DD - KL

06 DFE DD - KL

07 DPP DD - KL

08 DRMB DD - KL

09 DDP DD - KL

10 DHSE DD - KL

11 FIN MD - KL

12 CHSE MD - KL

13 HRM MD - KL

14 PED MD - KL

15 PED (HSE) MD - KL

16 SCM MD- KL

17 CAA MD - KL

18 SP MD - KL

19 TIM MD - KL

20 PM (CHO) MD - KL

21 PMO PMO

22 PMO (HSE) PMO

23 SBO SBO

24 SBO (HSE) SBO

25 SKO SKO

26 SKO (HSE) SKO

27 PI (CHO) MD - KL

28 MO MO

29 MO (HSE) MO

30 VO VO

31 VO (HSE) VO


PETRONAS CARIGALI SDN BHD PRELIMINARY Page iv

32 INO INO

33 INO (HSE) INO

34 MAU MAU

35 MAU (HSE) MAU

36 UO UO

37 UO (HSE) UO

38 TO TO

39 TO (HSE) TO

40 IRQ IRQ

41 IRQ (HSE) IRQ

42 OMAN OMAN

43 OMAN (HSE) OMAN

44 XMAS PEX - KL

45 XSK PEX - KL

46 XSB PEX – KL

47 XPM PEX - KL

48 XINT PEX - KL

49 XAFR PEX - KL

50 XATL PEX - KL

51 XSEAN PEX - KL

52 XSEAS PEX - KL

53 XMEA PEX - KL

54 XTS PEX - KL

55 XGO PEX - KL

56 XBD PEX - KL

57 XPL PEX - KL

58 XHSE PEX - KL

Note to All Copy Holders: Should you are transferred to other OPU, or should it be impractical for you following your move to a new position, please return this manual to the Custodian. The Custodian will make arrangement for re-distribution.


PETRONAS CARIGALI SDN BHD PRELIMINARY Page v

AMENDMENT SUMMARY

This sheet must be completed in detail at each revision once this document has been approved. Details must include revision number, description and indication of which pages and paragraphs have been revised, date of revision approval, approver‟s title and signature.

Rev Description Date Approver Title Signature

Notes: (1) Document Holders to update Amendment record as and when

amendments/new revisions are received.

(2) For description of amendment the Document Holders should indicate correction, modification, update or deletion issue.

(3) Document Holders to enter their company‟s reference number, sign and

date the record of entry.

(4) Where part amendments are issued, the relevant page(s) will be identified with a lower case letter in the revision status line in the header.


PETRONAS CARIGALI SDN BHD PRELIMINARY Page vi

PREFACE

PETRONAS Carigali Towing, Mooring and Anchor Handling Guideline is written/created to establish a mechanism to ensure marine operations standards and safety requirement are met. This document covers/includes requirement from marine industry regulations, legislation of Malaysia and other sources of reference. This guideline contains following section: (1) Scope and Objectives;

(2) Personnel Responsibilities;

(3) Vessel Requirement;

(4) Rig/Barge Move;

(5) Towing Arrangement and Operations;

(6) Mooring Equipment;

(7) Anchor Pattern;

(8) Mooring, Unmooring and Anchor Handling

Operations; and

(9) Safe Winch Operations. Overseas Operations and Joint Venture partners are expected to implement, as a minimum, similar practices that are in line with industry best practices and to take into account of specific local legislation.

………………………………

Saifuddin Shah B Sowkkatali Head, HSE Division PETRONAS Carigali Sdn. Bhd.


PETRONAS CARIGALI SDN BHD PRELIMINARY Page vii

ABBREVIATIONS AND ACRONYMS

The abbreviations and acronyms used in this document shall have the following meaning:

ACAD AutoCAD AHT Anchor Handling Tug AHTS Anchor Handling Tug Supply vessel BMS Barge Management System CSR Company Site Representative DGPS Differential Global Positioning System KP Kilometer Post OIM Offshore Installation Manager


PETRONAS CARIGALI SDN BHD PRELIMINARY Page viii

REFERENCED DOCUMENTS

Doc. No. Title

MY ALL S 05 003 Charterer Instruction to Master of Marine Vessel MARCH 08

PTS 60.0110 Logistic PMSSB OPERATING PROCEDURES Towing, Mooring and Anchor Handling OILFIELD SEAMANSHIP Vol. 3 Anchor Handling OILFIELD SEAMANSHIP Vol. 5 Barge Moving OILFIELD SEAMANSHIP Vol. 6 Barge Mooring

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Scope and Objectives Rev. 0, April 2012

PETRONAS CARIGALI SDN BHD SCOPE AND OBJECTIVES Page 1

SECTION 1

SCOPE AND OBJECTIVES

Contents

Paragraph Page No.

1 SCOPE AND OBJECTIVES 2

1.1 Scope 2

1.2 Objectives 2

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Scope and Objectives Rev. 0, April 2012

PETRONAS CARIGALI SDN BHD SCOPE AND OBJECTIVES Page 2

1 SCOPE AND OBJECTIVES 1.1 Scope

This guideline is applicable to moving, towing, mooring and anchor handling activities carried out for PETRONAS Carigali wide operation including international operation. For international operation, these requirements to be complied with in addition to the specific requirement of local legislation. This guideline covers the operation of marine floaters, rigs, barges, work boat including Tow, Anchor Handling Tug (AHT)/Anchor Handling Tug Supply vessel (AHTS) with respect to moving, towing, mooring and anchor handling.

1.2 Objectives The objectives of this document are: (1) To ensure safety of personnel involved in moving,

towing, mooring and anchor handling activities;

(2) To prevent damage to environment, pipelines, sub-sea facilities and other marine structures during all activities;

(3) To identify the responsibilities of all relevant parties

involved in the execution of the activities; and

(4) To stipulate guideline on the requirement of towing, mooring and anchor handling equipment.

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Personnel Responsibilities Rev. 0, April 2012

PETRONAS CARIGALI SDN BHD SECTION 2 Page 1

SECTION 2

PERSONNEL RESPONSIBILITIES

Contents

Paragraph Page No.

1 PERSONNEL RESPONSIBILITIES 2

1.1 PETRONAS Carigali Company Site Representative

(CSR)/Company Man 2

1.2 PETRONAS Carigali Marine Coordinator 3

1.3 PETRONAS Carigali Marine Controller 3

1.4 Rig Manager/Barge or Workboat 4

1.5 Position Surveyor 6

1.6 Rig Mover 8

1.7 TOW/AHT/AHTS Master 9

1.8 Marine Insurance/Warranty Surveyor 11

1.9 Other Personnel 12



1 PERSONNEL RESPONSIBILITIES

The following describes the responsibilities of key personnel involved in the moving, towing, mooring and anchor handling operations. During barge or work boat or rig relocation and anchor handling operation these individuals will work in conjunction with the other personnel to ensure that proper guidelines are followed and that the necessary actions are taken by relevant personnel.

1.1 PETRONAS Carigali Company Site Representative (CSR)/Company Man

(1) Is the designated PETRONAS Carigali representative onboard and as such is the sole point of contact through which all rig/barge move notifications/exterior communications will pass. In consultation with the relevant parties, he has the ultimate authority to stop any unsafe operations from being carried out at site.

(2) To be accountable for PETRONAS Carigali‟s interest for the safe and efficient operation at site.

(3) To promote HSE through implementing and leading

good HSE practices at work site to achieve incident-free operations.

(4) Shall liaise with the Rig Manager/Rig Mover with

regard to rig move, towing, mooring and anchor handling activities.

(5) Shall liaise with the Barge Master/Barge Mover/ Work

Boat Master and Marine Controller with regard to barge move, towing, mooring, anchor handling and work boat activities.

(6) Shall liaise between contractor rig/barge personnel

and the PETRONAS Carigali management onshore.

(7) Shall be responsible for accepting the vessels (Tow/AHT/AHTS) on/off hire figures if applicable.

(8) Shall be responsible for accepting the final position at

the location.

(9) To obtain Location Approval Certificate (if applicable) and an overview of infrastructure on the seabed including verified information on sea bottom conditions and any obstructions, and disseminate this information to Rig Manager/Barge Master/Rig Mover/Work Boat master and marine controller.



(10) To refer to any approved procedure and Matrix of

Permitted Operations (MOPO in Appendix 2) prior execution. Any deviation shall require approved PETRONAS Carigali Management of Change (MOC).

1.2 PETRONAS Carigali Marine Coordinator

(1) Responsible to approve anchor pattern for ongoing and upcoming projects prior to commencement of anchor handling activities;

(2) Responsible to screen appointment of Marine Controllers for PETRONAS Carigali;

(3) Approves deviation to existing anchor pattern in

consultation with onsite PETRONAS Carigali Marine Controller should the need arises;

(4) Liaise with PMT management on ongoing offshore

activities on the need basis; and

(5) His position resides in the main office as part of operational team.

1.3 PETRONAS Carigali Marine Controller

(1) Shall be responsible to the CSR. He shall monitor and

coordinate marine operations at site and ensure that they are carried out in accordance to PETRONAS Carigali requirements;

(2) To coordinate when it is safe and practicable to commence operations in consultation with the Barge Master/Rig Mover/Work Boat Master and the Tow/AHT/AHTS Master with reference to relevant approved procedure and Matrix of Permitted Operations (MOPO in Appendix 2). Any deviation shall require approved PETRONAS Carigali Management of Change (MOC);

(3) Responsible for ensuring all marine operations are

carried out safely to safeguard people, the integrity of all subsea facilities, assets and environment including minimising cost impact;

(4) To adhere to the requirement on horizontal/vertical

minimum distances to installations and pipelines on the seabed for anchors and anchor wires lines as per approved anchor pattern/plan;



(5) In consultation with CSR and PETRONAS Carigali Marine Coordinator, Marine Controller may approve changes to anchor pattern to suit current operational needs;

(6) To ensure that all the operation is adhered to planned

procedures, international and local regulations;

(7) To provide information and updates on marine activities as required; and

(8) Rig move or towing shall be done by tow master/ rig

mover. 1.4 Rig Manager/Barge or Work Boat Master

(1) Overall charge of rig/barge/work boat.

(2) Shall retain his overall authority during the period of a location move and will decide when it is safe and practicable to commence the operations within the limitation of Matrix of Permitted Operation (MOPO) and in consultation with the attending Rig/Barge Mover or Marine Controller.

(3) To ensure a continuous log of events is maintained.

(4) To ensure the correct deployment of competent

personnel to operate the jacking system (for jack-up rig), winches and to connect/disconnect the towing vessels.

(5) To conduct Emergency Drills and Safety Meetings as

required by regulatory bodies and PETRONAS Carigali.

(6) To ensure that the minimum manning policy is

complied with regard to separate marine personnel required for marine operations such as moving, towing and anchor handling operations.

(7) To ensure that all relevant authorities are informed of

the move as appropriate.

(8) To ensure all navigation charts and publications required for the move are on board prior to commencement of the operations.

(9) Shall ensure that all pre‐rig move checklists have

been completed and signed off to his satisfaction prior to jacking down (for jack-up rig).



(10) Solely responsible for the safety of the rig barge/work

boat and crew at all times.

(11) Responsible to the CSR for the correct deployment and direction of personnel during all operations on deck and other areas as per this requirement.

(12) To advise Rig/Barge Mover/Marine Controller

accordingly for any changes on the draft and trim of the rig/barge/work boat that may create a change in her characteristic.

(13) To execute anchor handling operation in a safe and

professional manner in accordance with the requirement.

(14) To ensure the safety of client facilities such as

platform, pipeline and etc. at all times.

(15) To liaise with CSR in consultation with rig mover and marine controller before any deviation from approved plan due to unforeseen circumstances that takes place throughout the rig/barge move operation, as and when required.

(16) To ensure that the mooring and anchor handling

equipment are regularly inspected, certified and remain in an operational condition at all times.

(17) To adhere to the requirement on horizontal/vertical

minimum distances to installations and pipelines on the seabed for anchors and anchor wires lines as per approved anchor pattern/plan.

(18) To carry out/make available risk analyses.

(19) To obtain verified information on sea bottom

conditions and any obstructions.

(20) To obtain verified weather and wave data.

(21) Establish communication, inform installation about the operation status at all times.

(22) Endeavour to use dedicated Very High Frequency

(VHF) channels for communication between installations.



1.5 Positioning Surveyor

(1) The Positioning Surveyor shall be responsible for

supplying, setting up and maintaining the survey equipment.

(2) The Positioning Surveyor shall review the move procedures, especially the positioning tolerances, and will accurately log the units‟ position and heading throughout the move and anchor handling operations. he/she shall:

(a) Prepare a report that captures all the important

aspects of the positioning operations;

(b) Install, if possible, any and all required navigation packages on AHT/AHTS prior to their departure from the present location;

(c) Responsible for providing constant data

showing the position of the unit at all times during the move and during anchor handling and ensure that all relevant field data is displayed on the navigation display screens as appropriate;

(d) Utilise Differential Global Positioning System

(DGPS) to ensure that the jacket, pipeline and anchors are positioned within the target area and corridor as specified by PETRONAS Carigali;

(e) The survey team onboard the rig/barge will

operate the survey system to monitor and guide the movements of the barge and anchor handling tugs and ensure that safety zones around existing structures and pipelines will not be entered by the rig‟s/barge‟s anchors;

(f) Liaise with the Rig/Barge Mover and Marine

Controller with respect to navigation equipment status and position confidence;

(g) Perform system checks to prove navigation

system confidence prior to commencement of the move and at intervals during the move operation. Any failures/shortfalls in navigation equipment must be immediately reported to the Rig/Barge Mover and Marine Controller;

(h) Ensure that all positioning systems on the unit

and AHT/AHTS vessels are operating correctly



and highlight at an early stage any positioning problems which could delay the operations or place any assets at risk;

(i) Maintain detailed logs of all movements of the

unit as advised by the Rig/Barge Mover and Marine Controller;

(j) Ensure that positioning equipment set up,

operations and equipment demobilisation on the unit are carried out in a safe manner;

(k) Immediately report all survey related incidents to

the Rig Manager, Rig/Barge Mover and Marine Controller;

(l) Check and endorse the final rig/barge position;

and

(m) The scope of work of surveyor comprises of the following.:

Provision of management facilities and survey related resources and preparation of positioning and survey procedures;

Provision of DGPS Position system. The DGPS system should be made available both on the installation rig/barge and two associated anchor handling tugs;

Provision of Barge Management System (BMS) onboard the installation barge, to continually monitor display and record barge position, and display barge and anchors relative to existing facilities;

Provision of Tug Management System onboard the two (2) Anchor Handling Tugs (AHT‟s) to continually monitor and display the Tug position relative to anchor drop point, as prescribed from the rig/barge, and permit all anchor drop and recover locations to be recorded automatically on the rig/barge. Additionally to provide for control and display at AHT position, heading and speed at all time onboard the rig/barge;

All anchor drop and recovery positions to be recorded, plotted and documented;



Provision of the BMS Display to the winch operators for correct control of barge position along the proposed pipeline. (for pipe lay barge); and

Provision of portable Ultra Short Base Line (USBL) acoustic positioning system and mini beacons to track the position of a Remotely Operated Vehicle (ROV) deployed from the barge and to position subsea structures.

1.6 Rig/Barge Mover

(1) The Rig/Barge Mover appointed are responsible for

all aspects of the moving, towing, mooring and anchor handling operation and as such his appointment should be recorded in the logbook.

(2) He shall be competent in all aspects of jack‐up (rig

mover) movement including towing, afloat stability, seaworthiness, navigation, appraisal of weather and passage planning:

(a) Shall have suitable jack‐up experience and a

working knowledge of jacking operations (Rig Mover);

(b) Shall review the planned routing and highlight any shallow patches, underwater obstructions or hazards to navigation that may lie in or in the proximity of the intended towing route;

(c) To discuss the towing route with the appointed

towing vessels;

(d) To ensure the rig/barge is ready for tow by inspecting the following, but not limited to; Sea Fastenings, Mooring Systems, Tow Equipment and Arrangements, Stability and Load Distribution, and Watertight Integrity Plan;

(e) To be familiar with the details of the arrival

location, water depth, soil details, anticipated penetrations and recommendations detailed within the Location Approval Certificate;

(f) To be familiar with the positioning detail of the

new location; platform configuration if applicable, details of position tolerances and potential platform interference;



(g) To be familiar with the technical capabilities of the jacking system (Rig Mover);

(h) To brief the anchor handling vessels on the

procedures for the rig/barge move;

(i) To execute anchor handling operation in a safe and professional manner in accordance with the requirement;

(j) To be responsible for the correct deployment of

anchors associated with the operations and should ensure that the equipment provided is fit for purpose;

(k) To control the movement and actions of all

vessels associated with the operations after consultation with the Rig Manager and Marine Controller;

(l) To communicate with assisting vessels on VHF

radio;

(m) To ensure that any and all additional marine equipment provided for mooring i.e. pennants, shackles, anchors, etc, are certified and correctly recorded upon deployment together with the purpose for which the equipment is deployed; and

(n) To ensure that all unused items of mooring

equipment are correctly manifested for return on completion of the operations.

1.7 TOW/AHT/AHTS Master

(1) The vessel Master(s) will at all time be responsible for the safety of their crew, vessel(s), and where towing, the safety of the tow:

(a) The designated lead towing vessel will be

responsible for the tow and routing while underway and will give direction to any secondary vessel(s) involved in the towing operation;

(b) To have a clear understanding of the operations that they are to engage in and have input at the pre moving meeting or be advised on its content by the Rig/Barge Mover/Marine Controller;



(c) To confirm that all machinery and propulsion

systems are operational/available and that their vessels are adequately manned to carry out continuous 24‐hour operations;

(d) To ensure their vessels are fully stocked with

fuel, lubes and other essentials for at least 7 days continuous operation;

(e) To ensure that crews, when working on deck,

are suitably dressed with the correct Personal Protective Equipment (PPE) for the job at hand; Hard Hat, Safety Boots, Safety Glasses and a Life vest, etc;

(f) To ensure that the appropriate navigation

warnings are transmitted at regular intervals throughout the passage, to warn other vessels of the rig/barge position and progress;

(g) To continuously monitor water depth during the

operations at all time and aware of vessel and tow draft relative to available water depth, sea height and tide;

(h) To report to the Rig/Barge Mover for any

change in condition onboard his vessel that may effect the operation;

(i) Responsible for ensuring all move and anchor

handling operation is carried out in accordance to safe working practices and observe good seamanship;

(j) To ensure that all anchor handling equipment is

tested, inspected and in good order;

(k) To maintain the rig/barge towed in a safe position throughout towing operation;

(l) To ensure that the equipment/machinery is

regularly inspected, certified and remains in operation condition;

(m) To ensure compliance with the minimum

manning requirements;

(n) To ensure that planned operations shall be performed within current provisions for working hours and rest periods;



(o) To ensure that a safe Job Hazard Analysis has been performed in accordance with the work specification;

(p) To ensure that passage planning is carried out

and made available prior sailing out to location while on tow; and

(q) To comply to PETRONAS Carigali CIMMV

requirements.

1.8 Marine Insurance/Warranty Surveyor (1) The Marine Warranty Surveyor, when in attendance,

shall issue a Towage Approval Certificate when he is satisfied that the unit is secured and ready for move operations. He or she shall:

(a) Monitor, approve and record the rig‟s transit

stability as calculated by the Barge Engineer;

(b) Review all rig move procedures, the towing vessels and routing and provide advice and comment as appropriate; and

(c) May carry out physical inspection on:

Internal and external of rig/barge;

Cargo and its sea fastening;

Tow/AHT/AHTS involved in towage operations;

Documentation and certification of rig/barge and Tow/AHT/AHTS;

Review departure and arrival stability calculations;

Review Operation Manual to ensure the unit is being operated within criteria set out in the document; and

Review qualifications of personnel in command of the rig/barge and Tow/AHT/AHTS to ensure they are qualified to perform the work.



1.9 Other Personnel 1.9.1 Rig/Barge Engineer

(1) The Rig/Barge Engineer will have the responsibility of

ensuring the correct operation of the unit‟s marine systems and equipment during the operations. He or she:

(a) To provide an Afloat Stability calculation prior to

commencement of the move and will provide stability calculations in the elevated and preload conditions as appropriate ensuring that any changes to the loading and distribution of weights upon the rig are accounted for;

(b) Shall ensure the correct deployment of competent personnel and establish good communication procedures between his personnel; and

(c) Shall ensure that all personnel are fully briefed

on their duties and responsibilities with regards to the operations.

1.9.2 Anchor Foreman

(1) To ensure that anchor handling operation are carried out in a safe manner;

(2) To ensure that the barge mooring equipment is regularly inspected, certified and remains in an operational condition at all times;

(3) To ensure that anchor handling operations are carried

out according to approved anchor pattern;

(4) To liaise with Barge Superintendent in all areas involving anchor handling operations;

(5) To liaise with Surveyor to ensure that anchor positions

are in accordance with approved anchor pattern; and

(6) To liaise with AHT Master and control all barges, AHT and anchor movements.



1.9.3 Hoist Operator

(1) To ensure that anchor hoist equipment is in good operation condition;

(2) To monitor anchor wire tensions, footage counters and barge position during all barge movements; and

(3) To ensure that barge remains on proposed route at all

times.

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Vessel Requirements Rev. 0, April 2012 _______________________________________________________________________________


SECTION 3

VESSEL REQUIREMENTS

Contents

Paragraph Page No.

1 VESSEL REQUIREMENTS 2

1.1 Selection Parameter 2

1.2 Typical Vessel Type/Specification 6



1 VESSEL REQUIREMENTS 1.1 Selection Parameter

The selection procedure for the anchor handling tug is important for the work to proceed as planned. Selecting the wrong vessel can result in a failure with much waste of time, money and effort. Often when there is a failure the vessel is criticised without much thought being given to whether the vessel is actually capable of performing the work in the first place. The following parameters shall be considered in determining a suitability of vessel specifications: (1) Towing; and

(a) The size, type and characteristics of the vessel to be towed;

(b) The geographical area of the move with particular reference to weather patterns or hazards and navigational difficulties;

(c) Probable duration of tow;

(d) The availability and conditions of towing vessels

for the operation;

(e) Propulsion availability on the tow; and

(f) Commercial pressure such as the value of the tow, the necessity to meet particular deadlines, the tow preparation and the voyage time.

(2) Anchor Handling.

(a) The depth of the water and the condition at the bottom of the mooring site to determine the vessel power and winch power;

(b) Estimated maximum sea/swell height, wind force and current to determine the vessel size, engine and thruster power;

(c) The type and weight of anchor to be used to

determine size of stern gate, size of roller and deck space;



(d) The size, type and length of the mooring line to be deployed to determine vessel power, winch power and stopper system;

(e) Method of deployment either by permanent

chaser/buoyed system to determine winch power, drum capacity, stopper size and type;

(f) The need to run piggy back anchor to determine

deck space and pennant storage capacity;

(g) The need to handle extra chain to determine locker capacity and gypsy size;

(h) Barge/rig winch type and pay out speed; and

(i) The need to run specialized mooring,

combination support or preload to determine deck space, work drums, storage reel capacity and numbers of combination stoppers.



Figure 3.1: Deck Layout of Anchor Handling Tug



Figure 3.2: Deck Layouts Large Anchor Handling Tug Supply Vessel



1.2 Typical Vessel Type/Specification

Towing vessel shall be chosen based on a basic set of criteria which will specify the minimum available towing force or by acceptable calculations depends on area of operations which may include Marine Warranty Survey or requirements.

The minimum available towing force criteria and calculations for North Sea operations are shown in Appendix 4 of this guideline. Table 3.1 below provides recommendation on typical vessel type/specifications for various range of operations as per North Sea requirement can be used where applicable.

No. Rig / Barge Type and number of vessel

1* Large semi submersible drilling unit - 8 chain/wire mooring lines - 130 metres water depth - „Open‟ unobstructed location

2 x AHTS 12,000 BHP or equivalent to 125 T bollard pull

2* Large semi submersible drilling unit - 8 chain/wire mooring lines - 150 metres water depth - Obstructed location – wellheads/pipelines

3 x AHTS 12,000 BHP or equivalent to 125 T bollard pull

3 Large pipe lay barge - 12 wire mooring lines - 155 metres water depth - Engaged in pipe laying

1 x AHTS 14,000 BHP or equivalent to 150 T bollard pull 1 x AHT 12,000 BHP or equivalent to 125 T bollard pull 1 x AHT 8,500 BHP or equivalent to 100 T bollard pull

4* Large work barge including tender/jack up rig - 12 wire mooring lines - 100 metres water depth - Mooring alongside platform

2 x AHT 9,000 BHP or equivalent to 110 T bollard pull

5 Small work barge - 8/10 wire mooring lines - 130 metres water depth - Engaged in trenching/jetting

3 x AHT 7,500 BHP or equivalent to 90 T bollard pull

If the size of the vessel recommended is not available, two smaller vessels can be used in tandem to assist in anchor deployment and retrieval.

Note * indicates propulsion assisted.

Table 3.1: Typical Vessel Type/Specification

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Rig/Barge Move Rev. 0, April 2012 _______________________________________________________________________________


SECTION 4

RIG/BARGE MOVE

Contents

Paragraph Page No.

1 INTRODUCTION 2

1.1 Requirement 2

1.2 Pre Move Preparation/Planning 2

1.3 Onsite Pre Move Preparation 6

1.4 Rig/Barge on Tow 13

1.5 Arriving New Location and Making Approach 15

1.6 Work Boat/Diving Support Boat Operations 20

1.7 Drill Ship Operations 22



1 INTRODUCTION

This section describes procedures on rig move for Jack-up, Tender and Semi-submersible Rig. It also includes procedures on barge move when performing various engineering works at offshore facilities.

1.1 Requirement

In protecting PETRONAS Carigali interest and to ensure safe and efficient operation, the presence of PETRONAS Carigali Marine Controller onsite is required prior to the execution of anchor handling operations and other high risk activities deemed fit. The following activities but not limited to, require presence of PETRONAS Carigali Marine Controller: (1) Anchoring activities in restricted area;

(2) Approaching a platform;

(3) In-field towing;

(4) Barge crawling within the field and in the vicinity of

other barges and other subsea facilities; and

(5) Salvaging operations within 500 metres of gazette area and/or close proximity to subsea facilities etc.

For Dynamic Positioning 2 (DP2) operated vessel and above (e.g. DP3, DP4 etc.), the requirement for Marine Controller is optional taking into consideration on nature of the job.

1.2 Pre-Move Preparation/Planning (1) In general, Rig/Barge move preparation/plan shall be

carried out by the Rig/Barge owner and approved by PETRONAS Carigali Project Manager/Contract Holder; and

(2) In preparing a rig/barge move, the rig/barge owner

shall consider and carry out the following.

(a) Time of the move and duration of the stay in the new location with emphasis on expected weather and tidal conditions;



(b) All towing vessels have sufficient consumables

i.e. Fuel, lubricating oil, hydraulic oil, drinking water and food for intended duration of the move plus 25 % of reserve;

(c) Sub-sea survey report - any shallow gas,

seabed obstructions, nature of the bottom and expected penetration depth;

(d) Towing route plan taking into account prevailing

weather, navigation aids, en-route, proximity of shoals and other navigation dangers, towing draft, and a contingency plan to cater for deteriorating weather, equipment/machinery failure and port of refuge;

(e) Prepare anchor patterns for approval for new

locations, taking consideration of departure of present location;

(f) Any requirement for divers; (g) Presence of other marine units in the vicinity; (h) Stability calculation to be carried out and

confirm capable to carry out the intended job; (i) Pre-Move meeting is attended by all interested

parties; (j) Rig/barge owner/contractor shall ensure that the

rig/barge mover is onboard prior commencing operations;

(k) Vessel requirements as per Section 3 of this

document; and

(l) Complete the Pre-Move Plan.

1.2.1 Additional Preparation/Planning for Jack-up Rig Move

Positioning the rig; for open location - Tolerance, type of fix, night restrictions. (1) For jacket move - The distance from and angle to the

jacket is derived at after considering the anchor pattern, previous rig entry, coverage of wells to be drilled and clearance of spud-cans from jacket legs and pipelines at the rig should be 'square-on' to the jacket where possible. (Minimum distance from rig to jacket is not less than 1.524 m or 5 feet.);



(2) Standby location - a surveyed area where the rig can soft pin/jack down;

(3) Previous rig visit to the jacket - type of rig, position,

leg penetration and foot prints; and

(4) Diving requirements - to clear debris, inspect spud-cans, and inspect spud-can clearance from pipelines, old footprints or other obstructions.

1.2.1.1 Rig Heading Open Location

The rig's heading is determined after considering the following: (1) Wind should be able to move escaping and flared

gases away from the living quarters;

(2) Helicopters will want to approach into the wind when landing and taking off;

(3) Supply vessels generally moored to the leeward side

of the rig;

(4) Effect of swell and strong currents on supply vessels - difficulty to maintain position if they are from the beam; and

(5) Drilling mast should not shield the radio antenna from

the shore or transmitting station.

1.2.1.2 Open Location Marking (If applicable)

When the rig is moving into an open location, a set of markers are deployed to assist in the approach and positioning. When a night approach is expected, the location and heading markers shall be lighted. The location marker, heading markers and anchor position markers are all incorporated into the approved anchor pattern.

1.2.1.3 Contingency Plan

During the pre-move meeting onboard the rig the rig mover and rig personnel shall draw up a contingency plan for the move.



Among the items to be considered are: (1) Possible shelter areas;

(2) Localities where the rig may jack down in an

emergency;

(3) Availability of other vessel en-route;

(4) Rig's draft under various weather conditions; and

(5) Port of refuge.

1.2.2 Additional Preparation/Planning for Tender Assisted Rig Move

(1) Each Tender Assisted Rig has its own Standard Anchor Pattern. The patterns are basically similar but there may be a slight variation in the angles to suit a particular tender;

(2) Anchor patterns shall be drawn in such manner that shifting of anchor will be kept at a minimal when moving to or from rigging position and approved by PETRONAS Carigali Approving Authority;

(3) The tender will be positioned for rigging up/down such

that the crane will have maximum reach;

(a) Odd configuration of the platform which may be part of a complex; and

(b) Limitations of the crane reach.

(4) Position of the tender in drilling position is fixed by the platform heading (for platforms specially built for Tender Assisted Rigs);

(5) Requirement for a heavy lift crane barge to carry out

the rigging up and/or down where necessary; (6) Requirement for flattop material barges. Although

most tenders have the capacity to transport their own drilling equipment, it has been proven that it is more practical to transport the bulk of these equipment using flattop barges during moves;

(7) Prepare anchor patterns for rigging down positions at

old location, rigging up positions and drilling position at new location;

(8) Any requirement for soft moorings;



(9) Any requirement for spring buoys; and (10) Any requirement for piggy back anchors.

1.2.3 Additional Preparation/Planning for Barge Move

(1) Any requirements for soft moorings;

(2) Any requirements for spring buoys;

(3) Any requirements for piggy back anchors; and

(4) Any requirements for diving assistance.

1.3 Onsite Pre-Move Preparation

1.3.1 Jack-up Rig 1.3.1.1 Preparation for Departure from Present Location

For jack-up rigs, anchors are run for the purpose of pulling the rig off a jacket or for maintaining her position while retrieving legs in a restricted area. The rig personnel shall ensure that towing, mooring and anchor handling equipment including spares are onboard and in a state of readiness. Prior to commencing anchor handling operations the Rig Mover shall carry out the following: (1) Evaluate the immediate and forecasted weather

condition;

(2) Ascertain that all marine crafts are on location;

(3) Call a meeting with all the personnel involved in the move;

(4) The final procedure for the forthcoming operations

shall be discussed and agreed by all at this meeting;

(5) Inspect anchor handling/towing equipment on the vessels;

(6) Inspect anchor mooring gears on the rig;

(7) Check communication systems; and



(8) In considering the suitability of weather condition for

commencing operations, it is prudent to request the anchor handling vessel to stand off the rig where its motion can be seen as it experiences the full sea condition. A dummy run on a buoy by the vessel may help provide a better appraisal of the situation.

1.3.1.2 Running Anchors at the Old Location and Lowering Hull

After completion of drilling and back-loading activities, anchors shall be run at the earliest opportunity. During anchor handling, all activities on the rig, including use of cranes, should be ceased and concentrated on this operation alone. All jacking activities are carried out by the rig personnel.

1.3.1.3 Running Anchors and Connecting Towline.

There is no particular sequence for running the anchors from a stationery rig. In some congested complexes, the anchor handler may not be able to approach close enough to pick up the stern anchors. A smaller vessel may then be required to run out the anchor wire or pennant to the anchor handler. Upon dropping, the anchors shall be tensioned to ensure that they are holding thereafter and all wires shall be slackened off. Connect up the towline to the tug and keep it slack.

1.3.1.4 Lowering Hull Once the rig is secured the hull will be lowered if sea condition permits. If anchor handling operation and towline connection could not be carried out earlier then the ideal time to do so is when the hull is about 10 feet from the water. It is easier and safer to handle anchors at this level then when the rig is at its working air-gap. If anchors had been run earlier then this is the time to do the final tensioning to confirm that the anchors are holding thereafter should they be slacken off.



As the hull is being lowered, pick up the slack on the anchor wire to maintain about 20 kips tension (varies with strength and direction of the wind and current). When the hull enters the water, a physical watertight integrity check shall be carried out.

1.3.1.5 Freeing Legs The hull is lowered to a few feet below the floating draft to create additional buoyancy for freeing the legs. The legs are usually freed one at a time. Time taken to free the legs may almost be immediate or it may take a few days depending on the penetration. It is prudent to make the final check of the wind and current to determine the resultant direction in which the rig may lie as the last leg is being freed. On freeing, the legs are usually not retrieved individually until all the other legs are free. They are then retrieved together until the spud-cans are well cleared from the bottom.

1.3.1.6 Moving Out/Off Jacket

The tug shall pick up the slack on the towline as the last leg is being freed. Excessive tension on the towline is unnecessary. Once the legs are clear from the sea bottom, the tension on the anchor wires alone will pull the rig clear. In pipeline congested areas the anchor pattern may be such that the rig maintains its position as the legs are being retrieved.

1.3.1.7 Anchor Recovery

When the rig is clear of the jacket, anchors shall be retrieved. In order to maintain continuous control of the rig there shall be a proper anchor recovery sequence. In deciding the anchor recovery sequence and the direction in which the tug should lay, consider the following:

(1) After having decided on which anchor to recover last, slack on the others to check the rig behavior;



(2) Recover the anchors that no longer holds the rig;

(3) Avoid placing the rig immediately upstream of the

jacket;

(4) Avoid running the rig over the anchor wires;

(5) Keep anchor handling vessel away from the tug to avoid fouling and collision;

(6) The critical stage is when retrieving the last anchor

especially if there are obstructions downstream of the rig. In this situation the tug shall hold the rig upstream while that last anchor is being retrieved; and

(7) Once the anchor is clear from the bottom the tug will

tow the rig clear at slow speed until the last anchor is racked (or wire retrieved if that anchor is disconnected).

1.3.1.8 Alternative Method to Departure from Existing Location (Platform)

(1) A primary towing vessel shall be connected to the tow bridal; and

(2) Additional tow to be connected to the secondary towing wire.

1.3.2 Tender Assisted Rig/Barge 1.3.2.1 Preparing for Departure from Present Location

(1) The rig personnel shall ensure that towing, mooring and anchor handling equipment including spares are onboard and in a state of readiness; and

(2) Prior to commencing anchor handling operations the

Rig mover shall carry out the following.

(a) Evaluate the immediate and forecasted weather condition;

(b) Ascertain that all Marine crafts are on location; (c) Call a meeting with all the personnel involved in

the move; (d) The final procedure for the forthcoming

operations shall be discussed and agreed upon at this meeting;



(e) Inspect anchor handling/towing equipment on

the vessels; (f) Inspect anchor mooring gears on the tender;

and (g) Check communication systems.

1.3.2.2 Recovery of Anchors - Leaving Present Location

(1) Recovery of anchors shall commence as soon as rigging down is completed. Again suitability of weather conditions should be assessed;

(2) If there are anchor wires under the bridge, then these anchors should be recovered first with the tender just clear of the platform;

(3) Move the tender clear from the platform and

commence anchor recovery;

(4) In order to maintain continuous control of the tender there shall be a proper anchor recovery sequence; and

(5) In deciding the anchor recovery sequence, consider

the following.

(a) After having decided on which anchor to recover last, slack down on the others to check the behaviour of the tender. The situation may change with changing wind and current;

(b) Recover the secondary anchors first; (c) Ideally it should be planned in such a manner

that the first anchor in will be the last anchor out and vice versa. This is to avoid crossing and fouling of pennants;

(d) With the secondary anchors recovered, the

'riding' anchor will be established clearly; (e) Recover the anchors that no longer hold the

tender; (f) Connect the towline up when at least two

anchors are still down; (g) Avoid placing the tender immediately upstream

of the jacket;



(h) Avoid running the tender over the anchor wires; (i) Keep anchor handlers and tug away from each

other to avoid fouling and collision; (j) The critical stage is when retrieving the last

anchor especially if there are obstructions downstream of the tender; and

(k) In this situation the tug shall hold the tender

upstream while the last anchor is being retrieved.

1.3.3 Semi Submersible Rig

Semi submersible rig move preparation/precaution are almost similar with the tender assisted rig move operation as described earlier, additional points to note are:

De-ballasting (1) The rig shall be de-ballasted from the drilling draft to

the transit draft by emptying ballast tank and maintaining about 1 degree of trim by stern to aid in removing all water from these tanks;

(2) De-ballasting operation takes between 4 hours to 10 hours where rig‟s draft will be reduced from 19.8 metres (65 feet) to 7.62 metres (25 feet); the time taken varies between one rig to another;

(3) Rig Manager will ensure during the entire operation

the calculated KG will always be less than the allowable KG taking into consideration the free surface effect of the lower hull tanks which can cause an appreciable increase in KG;

(4) Slack tanks should be kept to a minimum. It is always

the case that all upper tanks are empty first before proceeding with lower hull tanks;

(5) At the transit draft, racking of anchors to the anchor

racks are visible to the rig mover on deck; and

(6) The sitting of anchor racks is designed to be located near the water line when the rig is afloat at her transit draft.



Recovery of Anchors – Leaving Present Location (1) The anchor recovery sequence is dependent upon

current, sea and wind condition. As a general rule, it is advisable to leave one bow and one stern anchor as the last anchor;

(2) This should effectively maintain the rig in position, with one anchor lying upstream and the other downstream to the prevailing environmental loading;

(3) Some of the Semi-Submersibles rigs still use the

conventional steel mooring buoys and pennant wire attachment to anchors as a method for anchoring and deployment;

(4) However, in view of the Semi-Submersible rigs

operating in deeper water, most of the rigs adopted the “Permanent Chasing Systems”; and

(5) In principle, a permanent chasing system is an

arrangement whereby a chaser is permanently fitted on each anchor wire.

Anchor Recovery – Wire/Chain Chasing Procedure (1) To properly use a chaser, the anchor handling tug

must have sufficient power to strip the wire/chain and recover the anchor;

(2) The tug‟s work wire length must be sufficient to care for the prevailing water depth she is going to operate.

(3) To retrieve an anchor that has already been set, the

following procedure shall be used;

(a) Anchor handling tug steams close to the rig, connects chaser assembly to her work wire;

(b) As the tug moves away, pay out work wire as

the anchor wire/chain is stripped until a total length of work wire equal to 1.5 to 2 times the water depth is being paid out;

(c) Tension the anchor wire/chain up to 200-250

Kips to assist in stripping the wire/chain. (d) Anchor handling tug‟s master ascertain when

the chaser has been seated onto the shank of the anchor. Inform the rig before proceeding to breaking out of anchor;



(e) Anchor handling tug should move away from the anchor maintaining his tension. The rig windlass operator should slack off wire/chain tension to 150-200 Kips during break out;

(f) After the break out the anchor wire/chain is retrieved with the rig‟s windlass until the anchor is racked; and

(g) Return the chaser and the pennant wire back to

the rig.

(4) One problem associated with permanent chasers arises when the ground cable of a mooring leg becomes deeply buried;

(5) In that event, when recovering anchors, the chaser itself goes underground. It then becomes necessary for the tug to back up over the point where the chaser is buried and attempt to lift it and the cable clear of the seabed and lower it down once again;

(6) Repeat the chasing once again. If the pennant wire

for the permanent chasing system parted, then recourse must be made with the use of the Shepherds Crook (J Chaser) which every Semi-Submersible rig possess;

(7) Tow line should be connected when the rig is left with

the last two anchors. Once the last anchor is cleared from the bottom, the tug will tow the rig at slow speed until the last anchor is racked; and

(8) On arriving at new location, anchors are deployed as

per approved plan. 1.4 Rig/Barge on Tow

(1) The rig/barge is underway once the last anchor is lifted off the bottom. However the Rig/Barge mover shall continue to maintain control of the operation until the anchor handling vessel disconnects the last pennant or anchor wire;

(2) The rig is then 'On Tow' and the Rig/Barge mover shall clearly inform the Tug master;

(3) If no anchors are run then the jack-up rig is 'On Tow'

when the last footing is cleared from the seabed;



(4) When the rig is 'On tow' the responsibility of the tow rests with the Master of the tug. Approved passage plan shall be adhered at all times;

(5) During the tow the angle of roll and/or pitch should not exceed those shown on the rig‟s critical motion curve. In the event these limits are approached, the tow course and/or speed must be altered as necessary to keep the unit‟s motions from exceeding these limits;

(6) Positions will be requested from the lead tug as

required. Positions will be plotted on a navigation chart in order that any possible hazards may be identified. The rigs overall draft shall be communicated to the lead towing vessel. A visual/radar watch is to be maintained by the lead tow vessel and attending towing vessels and targets which may endanger the tow shall be plotted;

(7) Where risk of collision is deemed to exist then action

should be taken according to the International Rules and Regulations for the Prevention of Collisions at Sea;

(8) The lead tow vessel will be responsible for

transmitting radio navigation warnings on VHF and MF at suitable intervals throughout the course of the tow;

(9) The tow passage ends upon arrival off the new

location. However, the rig is still "on tow" until the first anchor is dropped; and

(10) Table 4.1 shows Towing Average Speed using towing

vessel with bollard pull matched to tow type in weather condition where wind speed is between 15-20 knots and sea height not more than 3 metres from ahead.

Type of Tow Towing Average Speeds

Twin hulled semi-submersible at transit draft 5.5 to 6.0 knots

Triangular jack-up unit (Three legged type) 4.0 to 5.5 knots

Four leg jack-u 3.5 to 4.5 knots

Barges with beam to length ratio 4-5 or shaped bows

5.5 to 7.0 knots

Barges with square hull 2.5 to 4.5 knots

Table 4.1: Towing Average Speeds



1.5 Arriving New Location and Making Approach 1.5.1 Arrival

(1) On arriving off the new location, the tug will shorten her towline, reduce her speed and commence to align herself for the final approach;

(2) Approach to the stand‐off location near the platform

for the commencement of mooring operations shall not be made until;

(3) Permission has been received to enter the 500 metres

safety zone from the platform Offshore Installation Manager (OIM);

(4) The Manager and the Operators Company Representative have granted their permission; and

(5) Weather forecasts have been obtained and a weather

window has been identified of sufficient duration to allow for uninterrupted operations until the rig has been located in a safe condition.

1.5.2 Jack Up Rig (1) The rig shall establish a stand‐off location

(approximately 100m off the platform clear from any obstruction) and where anchors will be deployed to assist in the final move alongside the platform;

(2) The tugs will be located to the Rig Mover‟s

requirements, such that he may hold the rig steady at the stand‐off location, within tolerance, while the spud

cans make contact with the sea bed;

(3) Contact between the spud cans and the seabed will be arranged to occur at a period of minimum tidal flow when the combination of the prevailing environmental forces (wind, tide, current) do not adversely affect the control of the unit and allow for accurate positioning; and

(4) Once the required position has been achieved at the

stand‐off location, the hull will be jacked to a minimal

draft/air gap and towing vessels re‐deployed/re‐configured as directed by the Rig Mover to facilitate running of the unit‟s anchors.



1.5.2.1 Running Anchors at New Location

(1) At the new location it is a standard practice to use

anchors for positioning the rig in an open location and end-on to jackets;

(2) Prior to any anchor handling operations the Rig Mover and PETRONAS Carigali Marine Controller will hold a pre‐task meeting to outline the proposed operation

and cover any unusual aspects of the job including hazards that may exist;

(3) The condition of the anchor winches, both mechanical

and electrical, will be checked prior to arrival on the proposed location and confirmed as being in operable condition;

(4) Where checks reveal that the equipment is not

operating to specifications, the Rig Manager and Rig Mover shall be notified immediately;

(5) The Rig Engineer will ensure that the winches,

spoolers and fairleads are properly lubricated per manufacturer‟s recommendations prior to commencing operations;

(6) Anchor winches will be run for the deployment and

recovery of anchors and for the positioning of the rig in accordance with established procedures and manufacturers recommendations;

(7) Personnel designated to operate the winches will

have a have a working knowledge of winch operations; and

(8) Winch operators will ensure that a hand held radio

with spare battery is available at all times during anchor running/positioning operations.

1.5.2.2 Dropping Anchor

(1) A debris clearance and seabed features survey shall

be carried out prior to this operation to identify any existing pipelines, subsea structure and obstruction;

(2) All personnel involved in anchor running operations should familiarise themselves with the locations of these lines and structures prior to engaging in operations;



(3) To avoid incident during this phase of operations, all

anchors will be decked on the AHTS prior to running and will remain on deck until such time the AHTS is over the proposed final position for the anchor being handled;

(4) If AHTS does not cross any pipeline or any seabed facilities, she has an option to hang the anchor at stern roller;

(5) Anchors will be deployed from the stand‐off location to

the positions as per approved anchor pattern;

(6) As each anchor is set, the anchor wire must be tensioned to winch near stall in order to prove that the anchor is holding. If the anchor drags, it should be recovered and re‐deploy; and

(7) When all anchors have been set to the satisfaction of

the Rig Mover they will be tensioned up and the towing vessels will be reconnected in readiness for re‐floating the hull.

1.5.2.3 Moving the Rig with Anchor

(1) The hull will be lowered to 2.44 – 3.05 metres (8 ‐ 10

feet) draft and watertight integrity is rechecked;

(2) When watertight integrity has been confirmed, the unit will be refloated and the spud cans retracted from the seabed to a position of approximately 5 feet from the bottom;

(3) The rig will then be maneuvered under strict control

and with extreme caution into final position utilising the anchor winches with the towing vessels assisting the operation as required by slacking the forward winches and taking up slack on the aft winches until such time the unit is positioned within tolerances and to the satisfaction of the Rig Mover;

(4) It is recommended that this operation should be

carried out at “slack water” and when the environmental forces are not setting the rig onto the platform;

(5) The control of the movement of the unit while

positioning alongside the platform shall be the responsibility of the Rig Mover who will liaise closely with the PETRONAS Carigali Marine Controller; and



(6) All communications and instructions to winch

operators, assisting vessels and the units jacking control room during the positioning operation, shall be given, controlled and coordinated by the Rig Mover.

1.5.2.4 Raising Hull and Preloading

(1) When in the final position the unit will lower the legs to

tag bottom. The hull will then be jacked up to the position required to carry out preloading operations; and

(2) Prior to commencing preload operations, the positioning survey contractor shall confirm that the rig is leveled in both the longitudinal and transverse planes and that the position is acceptable.

1.5.2.5 Retrieving Anchor (1) On dumping the last pre-load, disconnect the towline

and commence recovering anchors;

(2) It is safer and more practical to carry out anchor handling operations when the hull is close to the waterline;

(3) Like in other anchor handling operations, all marine

activities on the rig, including use of cranes, should be concentrated on this operation alone; and

(4) On recovering of all anchors, the Rig Mover releases

the vessels marking the end of his role in the rig move.

1.5.3 Tender Assisted Rig 1.5.3.1 Arriving New Location

(1) On arriving off the new location, the tug will shorten

her towline, reduce her speed and commence to align herself for the final approach;

(2) On the final approach the Rig Mover shall liaise closely with the Tug Master to guide the tow into position;

(3) Being on different ends of the tow, the Tug Master

and the Rig Mover will have different perspective on which tow should be used to its full advantage;



(4) Approach is always best with the weather by taking advantage of the wind and current for a better control;

(5) At the new location the tender will set up at the rigging-up position first;

(6) Anchors are deployed as per approved plan. Running

and dropping anchors are similar to jack up rig as described in 1.5.2.1 and 1.5.2.2;

(7) After setting all the anchors, the wires shall be

tensioned up to about 40 Kips. This constitutes the initial part of anchor pre-tensioning;

(8) Move the tender alongside the platform for rigging up;

(9) If more than one rigging up position is required,

shifting of the tender shall be carried out in a control situation by keeping sufficient member of anchor down at all times;

(10) On completion of rigging-up, the tender shall move to

the drilling position; and

(11) A standard sequence is as follows.

(a) Pull the tender clear from the platform; and

(b) Move the tender using anchors only.

1.5.4 Semi Submersible Rig

Arriving preparation/precaution are similar to the jack-up rig in relations to running and dropping anchor as described in 5.2.1 and 5.2.2. Additional point to note is:

Ballasting (1) Ballasting is carried out in order to take the rig from a

transit draft (floating on the pontoons), to the drilling draft (floating on the columns);

(2) The general method is to trim the rig to an even keel condition and ballast down to required draft;

(3) While ballasting the rig to the stage when the lower

hulls and tubular cross braces becomes awash, the stability is greatly reduced; therefore, special attention is to be given to stability checks of the rig between the drafts of 7.62 – 10.67 metres (25 - 35 feet);



(4) The free surface effect of the lower hull tanks and/or the upper tanks can cause an appreciable increase in KG. As a guide, the most favourable ballasting is achieved by keeping the number of slack tanks to a minimum;

(5) Semi-submersibles rigs, while in the process of ballasting/de-ballasting are known to list suddenly due to improper ballast procedure being followed; and

(6) On completion of ballasting, the duties of the Rig

Mover are deemed to be completed. Anchor handlers vessel shall be released.

1.5.5 Barge

The approved methods for the execution of various barge move are almost similar with the rig move operation described earlier. Safe move and anchor handling operations are primarily dependent upon the observance of proper seamanship practice and adherence to approved plan.

1.6 Work Boat/Diving Support Boat Operations

(1) Work Boats/Diving Support Boat may form part of a

barge spread or may work independently. Inspection of these vessels shall be conducted before coming on hire and at regular interval to ensure that they maintain their integrity; and

(2) Work boats shall be equipped with a 4 point mooring system independently and their duties quite often require them to moor alongside platforms and jackets. The vessels may moor to a two point or a four point mooring depending on various circumstances.

Two Point Mooring (structural engineer to be consulted and approval given)

(1) This operation generally involves the laying of two

bow anchors to hold the vessel into the weather, while the stern is secured to the platform/jacket with soft moorings. The bow anchors shall not be run over pipelines if chain anchor cables are used;



(2) All the relevant preparation as mentioned earlier shall

be complied with prior to carrying out a two point moor; and

(3) The following is a general guideline on the execution of a two point mooring without the assistance of an anchor handler. The Master of the vessel however, must be guided by the prevailing weather conditions when executing this operation.

(a) The first anchor position is approached with

minimum headway;

(b) The first anchor is let go and the anchor wire/chain is allowed to run. The vessel slowly heads towards the second marker buoy location;

(c) At the second marker buoy location, slacking of the first anchor shall be stopped. The second anchor is then let go. The workboat works her stern towards the jacket/platform while adjusting on both anchor wires/chains;

(d) When approximately 30.5 metres (100 feet) away from the structure, the vessel is brought up to her anchors to ensure that both anchors are holding; and

(e) Once it has been ascertained that the anchors are holding, the vessel continues to back up towards the jacket. At this stage, the rescue boat / zodiac may be used to run the mooring lines to the structure.

Four Point Mooring (1) This operation involves the deployment of both bow

and stern anchors. This type of mooring maintains the position of the vessel more effectively than the two points mooring. Four points mooring is generally used when carrying out soil boring activities and when working alongside the smaller jackets and vent stacks when:

(a) There is frequent need to pull in and out of the

platform due to engineering/safety constraints e.g. venting;

(b) There is expected prolonged stay at a location;



(c) Consistent heavy weather is expected; and

(d) Soft mooring to the jacket/vent (structural engineer to be consulted and approval given).

(2) Anchor handling assistance will be required when

running four points mooring close to a jacket; and

(3) The main disadvantage for a work boat moored to four points is her dependence on an anchor handler. She will not be flexible to change her heading as in a two point mooring with an advantage change in weather direction.

1.7 Drill Ship Operations

(1) Drill ship is a vessel that has been fitted with drilling equipment. It is normally used for oil and gas exploration in deep water. The greatest advantages of this modern drill ships are their abilities to drill in water depth of more than 2500 metres and save time moving from one location to another.; and

(2) Modern drill ship is equipped with own propulsion and thruster system together with advanced dynamic positioning system that make it totally independent of having to rely on towing vessel for moving to another location and for the deployment of mooring system to stay at an exact location.

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Towing Arrangement and Operation Rev. 0, April 2012 _________________________________________________________________________________


SECTION 5

TOWING ARRANGEMENT AND OPERATION

Contents

Paragraph Page No.

1 TOWING ARRANGEMENT AND OPERATION 2

1.1 Towing Arrangements on Rigs and Barge 2

1.2 Towing Arrangement on Tug 3

1.3 Emergency Towing Arrangement 4

1.4 Towline Catenary 4

1.5 Passage Planning For Towing 5

1.6 Inter-Field Tow 5

1.7 Towing With Anchor Wires 5

1.8 During Tow Passage 6

1.9 Location Approach 6

1.10 Safety Precautions 7



1 TOWING ARRANGEMENT AND OPERATION

1.1 Towing Arrangement on Rigs and Barges

(1) Towing arrangement on rigs and barges shall comply

with the general requirements and Marine Warranty Surveyor (MWS) Requirements;

(2) A typical towing arrangement shall consist of followings; and

(a) Two towing SMIT type brackets, one on each

side on the bow. This type of bracket allows for a quick release in an emergency;

(b) One chain bridle with each leg connected to the SMIT bracket by an open link. Each bridle leg is led through a closed towing fairlead at the extreme deck edge;

(c) The chain bridle meets at a triangular plate

(Monkey face). The angle between the legs shall not exceed 60 degrees;

(d) A pennant wire complete with sockets (usually

referred to as the Towing Pennant) connected to the other end of the triangular plate. This pennant shall be about 23 metres or 75 feet in length; and

(e) The end of the Towing Pennant will have a

compatible size safety shackle. This shackle is for the purpose of connecting to the tug's towing wire.

(3) The completed assembly shall be inspected and

approved by PETRONAS appointed Marine Warranty Surveyors.



Figure 5.1 Towing Arrangement for rigs/barges

1.2 Towing Arrangement on Tug (1) The typical towing line arrangement on the tug shall

consist of, but not limited to:

(a) A tow pennant of 23 metres in length. The size of the tow pennant should be equal or bigger than the main tow wire. The use of nylon stretcher is not allowed;

(b) A towing wire of 915 metres in length. The size of the wire shall be compatible with the vessel bollard pull, minimum breaking strength being 2 times the maximum static bollard pull of the vessel;

(c) Tow bar, gob-line, towing pillar or other

arrangement to keep the towline in position and to prevent girding the tug;

(d) Suitable anti-chafe material to be fitted on

sections of the wire where chafing is likely to occur; and

(e) A complete spare set of the above equipment

must be physically available on the vessel.

„SMIT‟ TYPE TOWING BRACKET

„SMIT‟ TYPE FAIRLEAD

RECOVERY WIRE LEADING TO A WINCH

TOWING PENNANT (75‟)

SAFETY SHACKLES

TRIANGULAR PLATE (MONKEY FACE)

45º TO 60º)

CHAIN BRIDLE



Figure 5.2 Towing Arrangement for AHT/AHTS

1.3 Emergency Towing Arrangement

(1) In addition to the main towing arrangement, every rig or barge shall be fitted with an Emergency Towing Arrangement;

(2) This emergency arrangement may be similar to the main towing arrangement or may consist of a single SMIT bracket/chafe chain/pennant system fitted at the same or other end;

(3) For recovery, a pick up rope (10" x 150' buoyant

synthetic rope) shall be connected to the towing pennant. At the end of this pick-up rope will be a pick-up buoy; and

(4) This emergency towing arrangement must be rigged

and ready for use in any inter-field tow. It is for the purpose of keeping the barge/rig in a safe position while the main towline is being reconnected.

1.4 Towing Catenary (1) Towline catenary varies with the length of the tow wire,

tug horse power/bollard pull, resistance of the tow, speed, water depth and sea state;

(2) A proper catenary is one of the most important controllable factors of the tow. An ideal catenary is able to minimise the shock loading imparted on the towline. Adequate vertical clearance from the seabed must be maintained to avoid damage to tow wire;

MAIN TOW WIRE

TOW PENNANT (75‟)

TRIANGULAR PLATE

RECOVERY WIRE

CHAIN BRIDLE

SHACKLE



(3) When the tug and the tow are influenced by wave

action, considerably higher inertia occurs. Magnitudes of such loads increases as the towline stretches. The combinations of load and stretch result in energy absorption by the towing gear. Energy absorption and dissipation on the towing gear is a continuous cycle when towing in heavy seas; and

(4) A minimum length of towline is needed for directional control, to get the rig out of the tug's wake and to prevent the tug from being overrun by the rig / barge. The usual length of towline used for inter-field tow is between 610 metres and 760 metres.

1.5 Passage Planning for Towing

(1) Passage planning has to be developed prior barge move taking into account the safest and economical route and that is approved and reviewed by Marine Coordinator or in some circumstances a third party warranty surveyor may be present for insurance purposes;

(2) The passage plan must indicate abort point, no go area and contingency plan for any emergency. The passage route shall be verified against the latest updated topo data; and

(3) Before commencement of tow, all towing equipment

and arrangement has to be inspected by third party surveyor and a towing certificate issued.

1.6 Inter-Field and In-Field Tow

For inter-field/in-field tows, the barge/rig shall be towed from a fix bridle arrangement as described under Section 5; Item 1.1 - Towing Arrangement on Rigs and Barges.

1.7 Towing with Anchor Wires

For short tows (less than 10 nautical miles and in good weather condition), a barge may be towed on the anchor wire. It should be noted that when towing on an anchor wire the 'dog' or 'pawl' on the wire drum must be engaged to ensure that the wire does not slip and to prevent damage to the winch. Anchor winch gear clutch must be disengaged.



1.8 During Tow Passage

(1) The responsibility of the tow shall rest with the tug master at the point when last pennant wire or anchor wire is disconnected or in case only one AHT involved – when last anchor is retrieved and clear of the bottom at departure point, throughout the passage and until the time first anchor is dropped at the final location;

(2) The towing vessel shall advise the Marine Controller and Barge Master on the length of towing wire to be deployed or any alteration to that length as well as engine power settings at all stages;

(3) During passage the Tug Master must continuously

monitor the tow. The Tug Master is required to advise control room of all observed, anticipated or potential dangers to navigation and observed changes to meteorological conditions, unusual changes to barometric pressure etc; and

(4) These include but not limited to closing vessels shall be

reported at agreed intervals on the course made good, speed and distance to go, as well as estimated time arrival. There should be a constant exchange of information between the tug and tow on the weather forecast, dangers to navigation, changes to draft and trim likely to create a change in the towing characteristics and any deviation from the plan.

1.9 Location Approach

(1) Prior running out anchors, work permit shall be obtained from the OIM/CSR (as applicable) for the anchor job;

(2) Although the final approach to location has been agreed and approved in the anchor pattern, the Marine Controller may deviate from the plan as when deem necessary after considering changes in the effect of environmental factor such as prevailing weather and current and any other factor which has been anticipated in the plan. Each deviation shall be discussed and agreed with Marine Coordinator prior to execution; and

(3) When making an approach to site the general rule is to

stem the wind and current or whichever is dominant. This is to allow the Tow/AHT vessel maintains barge/rig position when first anchor is deployed and brake is applied.



1.10 Safety Requirements

(1) In determining safe towing operation the following shall be observed:

(a) Three days (72 hours) weather forecasts will be

made available prior commencement of operation;

(b) All openings on weather deck are to be closed and secured;

(c) All equipment on deck and loose item to be

secured or lashed;

(d) Barge to have sufficient stability, bearing in mind lost of Gravity Metacentre height (GM) due to free surface effect of slack tanks;

(e) Light and shape as outlined in the International

Collision Regulation (ColRegs);

(f) Sea fastening and barge/rig towing equipment must be checked at frequent intervals during passage; and

(g) A spare towline satisfying all the requirements of

the main tow line should be kept onboard and made readily available.

(2) In the event of encountering heavy weather during

passage the following shall be considered:

(a) Increase the tow line catenary to minimise shock load;

(b) Alteration of course and/or speed to minimize the effect of sea and swell;

(c) Pressing up slack tanks to increase stability;

(d) Keep shore informed of deteriorating conditions;

and

(e) Seek shelter.

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Mooring Equipment Rev. 0, April 2012 _________________________________________________________________________________


SECTION 6

MOORING EQUIPMENT

Contents

Paragraph Page No.

1 MOORING EQUIPMENT 2

1.1 Anchor Mooring Arrangement 2

1.2 Winches/Windlass 2

1.3 Closed Circuit Television Monitors (CCTV) 3

1.4 Tension Meters 3

1.5 Footage Counters 3

1.6 Fairlead and Rollers 4

1.7 Anchor Cables 4

1.8 Anchors 4

1.9 Anchor Buoys 7

1.10 Others Fittings 11



1 MOORING EQUIPMENT

1.1 Anchor Mooring Arrangement

(1) Rigs/barges/work boats in offshore locations are

moored by anchors to maintain their position;

(2) These anchors are laid in an 'Anchor Pattern' designed to suit the barge/workboat/rig. However, in some circumstances deviations from the approved anchor pattern is required owing to pipeline and/or other obstructions;

(3) For jack-up rigs, anchors are used for positioning of the

rig, pulling her off a jacket or maintaining her position while retrieving the legs in a restricted area; and

(4) Specifications of the anchor mooring equipment vary

with the type of rig/barge. Invariably the equipment should be classed by reputable Classification Society i.e. International Association of Classification Society (IACS).

1.2 Winches/Windlass

(1) Winches are machinery used for hauling in and paying out anchor cables;

(2) The winch is the heart of a mooring system and should always be kept in good running condition;

(3) Winches may be fitted with a single or double drum, the

former being preferred as it allows for greater flexibility in anchor handling operations. An independent internal combustion engine, hydraulic or electrical power, may drive them;

(4) Electrical powered winches with torque control are

preferred. These winches can be run at a controlled variable speed, enabling anchors to run under tension when required;

(5) An important part of the winch is the brake. Winch

brakes should be set to hold to a load of about 60 percent of the Minimum Breaking Load of the wire above which slippage can occur;

(6) Oil, moisture or heavy rust on brake linings should be

avoided as they can reduce holding power of the brake; and



(7) When running out anchors the gear shall not be engaged and avoid excessive winch speed as this can also reduce brake-holding capacity by the build-up of heat in the lining.

1.3 Closed Circuit Television Monitors (CCTV)

When operating an anchor winch, the operator must have a full view of the dedicated winch drum via CCTV.

1.4 Tension Meters

(1) Tension meters shall be fitted for the purpose of pre-tensioning anchors and monitoring anchor wire tensions. It is important that the Rig Mover/Marine Controller/Barge Master to constantly monitor the tension on all anchor wires when running anchors;

(2) After a barge/workboat/rig is in position, anchor wire tension has to be monitored continuously for the following purposes; and

(a) Maintaining appropriate tension to avoid chafing

of pipelines or keeping vertical clearance from anchor wires of other barges at same location or during simultaneous operations;

(b) In heavy weather, tension on the anchor wire is one of the criteria in deciding to stop work and pull off; and

(c) Anchor wire tension may be recorded

continuously on a graph to monitor the strain/load on the wire. This information may be useful in ascertaining the life of the wire.

(3) Tension meters shall be calibrated yearly to ensure

correct reading at all time.

1.5 Footage Counters

(1) Footage counters shall be installed to indicate the length of wire paid out from the fairlead. This instrument will also come in useful when marking wires for whatever purposes including marking of spring buoy position; and



(2) Footage counters shall be calibrated yearly to ensure correct reading at all time.

1.6 Fairleads and Rollers

(1) From the winch drum, anchor wires are usually led

through a series of rollers before reaching the roller fairlead; and

(2) The diameters of these rollers must be compatible with that of the wires. The moving parts must be regularly checked for wear and tear.

1.7 Anchor Cables

(1) Anchor cables may be wires, chains or wire/chain

combinations. Anchor wires offer greater flexibility in anchor handling operations especially in pipeline areas and shallow waters.

It is recommended to use only Regular or Ordinary Lay wires with Independent Wire Rope Core (IWRC). Wires should be galvanised. Length and size of wires vary with the type and size of the rig/barge, typically the minimum length being 915 metres. Pipe-lay barges, installation barges, semi-submersible rigs, drill-ships and vessels with self-anchor laying capability usually have longer wires. The anchor end of the wire shall be fitted with a closed type Spelter Socket or Gold Nose socket. Experience has shown that this type of socket is more robust, easier to handle and can be replaced onboard the barge. It is also specified for the purpose of standardising anchor handling equipment. The use of bulldog grips for making terminations is not acceptable. The drum end of the anchor wire shall be connected to the drum in such a manner that it can be released easily in an emergency. Chains and wire/chain combinations are not commonly used except in semi-submersible rigs and drill-ships. Chains used shall be of Oil Rig quality. In wire/chain combinations a length of chain is fitted to the wire just before the anchor. This chain serves as part of the ground cable and it enhances the holding power of the anchor.



1.8 Anchors

A wide variety of anchors are used in mooring rigs and barges offshore. An ideal anchor shall have the following characteristics: (1) High holding power in varying soil conditions;

(2) Possess good stability in its buried position and when it

is dragged through the seabed when tensioning;

(3) Capability to quickly engage and penetrate the seabed upon dropping;

(4) Have a low breaking out force;

(5) Lightweight and easy to handle;

(6) Not prone to being damaged or causing damage to

anchor handling vessels; and

(7) Must have no moving parts, which may be clogged or jammed in operation. Anchors fitted on the barge/rig must be of the type and size mentioned in the specifications.

The 'FLIPPER DELTA' type is most commonly used in our operations. They have been found to be efficient and reliable, and therefore highly recommended. High holding power anchors e.g. Stevpris and Bruce anchors are acceptable. All anchors must be fitted with a chain pigtail (about 4 metres long) at the crown end. This is to provide for safer handling and avoid chafing of pennant wire, which commonly occurs if they are fitted directly to the anchor. Some anchors, e.g. FLIPPER DELTA and STEVIN, have a provision for changing fluke angles to suit the soil conditions. This provision shall be made use where necessary.

1.8.1 Piggy-Back Anchor

A back-up anchor, which is connected to and laid in line with the main anchor, is referred to as a piggyback anchor. The distance between the main and the piggyback anchor is determined by the pennant wire length (water depth + 25 metres) but should not be less that 45 metres. To effectively lay a piggyback anchor, the intermediate pennant must be well stretched and the anchor must be laid in the same direction as the main anchor.



Piggyback anchors may be required under one or a combination of the following circumstances: (1) Where the seabed condition offers poor anchor holding

ground;

(2) Where prerequisites tension cannot be achieved within a reasonable time; and

(3) Where there is insufficient ground wire owing to limited

anchor wire length or anchor pattern being restricted by pipelines or structures.

Since laying of piggyback anchors is time consuming and requires additional equipment, the practice should be discouraged and carried out only as a last resort. The use of high efficiency anchors, like the 'Flipper Delta', will minimise the need for piggybacks. Despite their high initial cost, experience has shown that these high efficiency anchors are beneficial on the long run. When preparing for a rig or barge move, the need for piggyback anchors shall be considered so that prior arrangements can be made to acquire and transport the additional anchors and fittings to the location. In laying piggyback anchors the requirements for anchoring in pipeline areas shall be complied with.

Figure 6.1 Piggy Back Anchor



1.8.2 Pennants Wires Pennants wires are used for laying and retrieving the anchor. Pennant wire used shall be similar in size and type to the anchor wires. Occasionally where the anchor wire is small (e.g. 1-1/4 inch) then a slightly bigger pennant wire (e.g. 1-1/2 inch) may be used. This is because the wear on the pennant is usually greater than that of the anchor wire. The length of the pennant wire varies with water depth, expected anchor penetration, tide and sea conditions, and type of anchor handling tug. As a practice pennant length for crucifix type buoy shall be water depth + 15 metres for hard sea bed and water depth + 30 metres for soft mud conditions. Pennant wire arrangement depends on the type of anchor buoy. For a suitcase type buoys the pennant consist of a single length of wire. The main disadvantage of this system is the need to constantly change out the pennants to suit the locality. For a crucifix type buoy the pennant may consist of a combination of different lengths. Then it is only a matter of putting together the correct length with minimum joints. Pennant ends shall be fitted with Gold Nose wire termination. For the suitcase buoy arrangement, the buoy end may be spliced. In order to avoid excessive load at this end, sufficient turns should be taken up on the work drum of the anchor handling tug before lifting the anchor. When a barge/rig is on tow it is important that the pennants are properly hung-off or stowed.

1.9 Anchor Buoys

Anchor buoys serve to hold the pennant wire and as a marker for the anchor position. They come in varying shapes and sizes. An ideal anchor buoy shall have the following characteristics: (1) Required Buoyancy - this is directly related to the

weight of the pennant. There should be sufficient reserve buoyancy to ensure that the buoy is always visible above the water;

(2) A good balance to keep the buoy upright;

(3) Consist of several compartments;

(4) Foam filled;

(5) Have rounded corners with minimal sharp edges;



(6) Have flat sides for better stability when placed on

anchor handler deck;

(7) Connected to anchor by pennant wire of suitable size and length. The length of pennant wire should be equivalent to the water depth plus maximum of 20 metres; and

(8) Painted with highly visible and illuminuos colour.

1.9.1 Crucifix Type Buoy

This type of buoy is used commonly on rigs and maintenance barges. The advantages of this system are: • No need for a complete change out of pennant in varying

water depths; • Piggyback anchors can be laid without having to change

the pennant system; • No chafing of pennant with the buoy as in the case of the

suitcase type buoys; and • Convenient for bringing anchor on the anchor handler deck.

Figure 6.2 Crucifix Buoy



1.9.2 Suitcase Type Buoy

This type of buoy is commonly used on installation, pipe-lay and construction barges, which move frequently. With this type of buoy, anchor-handling operation is much faster and work on the anchor handler tug is minimised. However, it lacks the advantages of the crucifix type buoy. Another disadvantage of this system is that most of the joints and fittings remain underwater during anchor handling. It is therefore important that the whole anchor/pennant/buoy system be lifted on the barge for inspection regularly.

Figure 6.3 Suitcase Buoy



1.9.3 Spring Buoy

Spring Buoys are buoys that are connected to anchor-wires for the purpose of giving the latter a vertical lift. They are used when there is insufficient vertical clearance between pipelines and anchor-wires crossing them.

Figure 6.4 Spring Buoy

SPRING BUOY

SHACKLE

PENNANT WIRE

SHACKLE

HEAVY DUTY SLING ANCHOR WIRE

TO ANCHOR TO BARGE NOT LESS THAN 5 M

PIPELINE



1.9.4 Buoy Catcher

Buoy catchers are used to retrieve anchor pennant buoys. The buoy catcher sling is attached to a tugger winch on deck to enable it to pull the buoy clear of the water. The recommended assembly for the buoy catcher sling should consist of the following: (1) One x 2 feet x 1/2 inch diameter chain;

(2) Two x 20 feet x 3 inches circumference wire; and

(3) One connecting ring. All buoy catcher slings shall be colour coded in accordance with the Company's procedure for the registration, inspection and maintenance of slings and lifting tackle.

Figure 6.5 Buoy Catcher



1.10 Other Fittings

The various connections between wires, chain, pennants and buoys shall have a compatible Safe Working Load (SWL) with the items they connect. Suitably sized shackles/Baldt links should be used to ensure a slightly loose fitting for ease of connecting and disconnecting. Drilling tenders and work barges, which remain in position for a period of more than 6 months, shall use Baldt links for connections. Proper split pins shall be used and sufficient spares are made available during anchor handling operations. Shackles must be Safety Type Shackles i.e. with hexagon head pin, nut and split pin.

Figure 6.6 Baldt Link and Safety Shackles

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Anchor Pattern Rev. 0, April 2012 _________________________________________________________________________________


SETION 7

ANCHOR PATTERN

Contents

Paragraph Page No.

1 ANCHOR PATTERN 2

1.1 Drawing of Anchor Pattern 2

1.2 Factors to Consider for Anchor Pattern 2

1.3 Anchor Pattern Approval 3



1 ANCHOR PATTERN 1.1 Drawing of Anchor Pattern

In drawing anchor patterns, the following procedures shall apply: (1) Draw on an updated 1:5,000 scale survey chart. The

1:10,000 scale chart shall only be used if the 1:5,000 scale chart is not available for the field. If other barges are in the field, or are expected to be in the field, then the chart used shall show their anchor patterns. PETRONAS Carigali project owner shall ensure that correct charts are given to the contractors. These charts are to be obtained from PETRONAS Carigali Exploration Division through Marine Coordinator and relevant parties for International Operations;

(2) Draw to the correct scale;

(3) Show the barge, the anchor position with their numbers, direction and distance from the barge. Additionally distance from obstruction and/or pipelines; and

(4) Where anchor cable/s cross pipeline/s, show the

touchdown TENSION (Kips) at the crossing and the touchdown POINT at 9.1 MT (20 Kips) and 27.3 MT (60 Kips). (2.2 kips = 1 MT).

1.2 Factors to Consider for Anchor Pattern

(1) Keep the pattern symmetrical to maintain even load distributions;

(2) Scope of work of the barge;

(3) Barge position - it is recommended to keep to leeward side of the platform, head into predominant swell and/or weather, and crane reach;

(4) Amount of cable required - depends on water depth,

nature of the bottom of the site;

(5) Gangway positions and access to the platforms;

(6) Expected weather, tide and current;

(7) Time of move and duration of stay;

(8) Helicopter access;



(9) Presence of other barges in vicinity;

(10) Minimal use of soft moorings;

(11) Supply vessel and crew boat access; and

(12) Comply with the anchoring restriction requirements specified in Section 8, Item 1.

1.3 Anchor Pattern Approval

All vessels that are required to anchor within the vicinity of platform, pipeline or installation shall seek anchor pattern approval from PETRONAS Carigali Marine Coordinator or any other assigned person prior to carrying out anchor deployment.

1.3.1 Early Submission of Request

All anchor patterns request shall be submitted well (minimum 14 days prior to mobilisation) in advance to PETRONAS Carigali Marine Coordinator or any other assigned person to avoid any delays in approval.

1.3.2 Supporting Document

Request shall be submitted with the following supporting documents: (1) Approach to location;

(2) Sequence of anchoring;

(3) Anchor touchdown catenaries;

(4) Anchor wire size/tension;

(5) Spring buoy location (parachute/damage protection

buoy);

(6) Type of anchor/weight;

(7) Anchor handling boats Brake Horse Power (BHP);

(8) Working winch capacity/date last tested;

(9) Type of seabed;

(10) Mooring procedures; and



(11) Contingency Plan/Emergency Pull Out due to.

(a) Adverse Weather; and

(b) Emergency situation on platform

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Anchor Handling Operations Rev. 0, April 2012 ________________________________________________________________________________


SECTION 8

ANCHOR HANDLING OPERATIONS

Contents

Paragraph Page No.

1 ANCHOR HANDLING OPERATIONS 2

1.1 Anchoring Restrictions 2

1.2 Orientation of Anchors 5

1.3 Contingency Procedures 6

1.4 Extended Hours Anchoring Operations 6

1.5 Adverse/Marginal Weather Precautions 7

1.6 Transferring Anchor for Running 8

1.7 Running Anchor 9

1.8 Decking of Anchor 12

1.9 Casting of Buoy 13

1.10 Soft Mooring to Jacket Leg 14

1.11 Pre-Tensioning of Anchor 15

1.12 Anchor Retrieval Procedure 16

1.13 Permanent Chain Chaser (PCC) System 19



1 ANCHOR HANDLING OPERATIONS

1.1 Anchoring Restriction

(1) Positioning of anchor shall conform to the following

mandatory distances requirements;

(2) Minimum distances shall be met after allowing the anchor to set in until it reaches the ultimate holding capacity or after pre-tensioning of anchor has been performed;

(3) If it is necessary to run an anchor wire over a

pipeline/under water telecommunication cables, the anchor wire catenary calculation should be consulted and appropriate anchor support i.e. parachute buoy to be used; and

(4) In preserving the environment, coral communities shall

be avoided. In scattered coral area the following mandatory distance requirement shall also be followed.

1.1.1 Anchor Position Crossing Pipeline

(1) Distance between anchor and closest pipeline/under

water telecommunication cables is not less than 150 metres (figure 8.1); and

(2) Distance along anchor wire from crossing point of closest pipeline/under water telecommunication cables to anchor not less than 220 metres (figure 8.1).

Figure 8.1: Anchor Crossing Pipeline



1.1.2 Anchor Position between Barge and Pipeline

a) Distant between anchor and closest pipeline not less

than 100 metres (figure 8.2); and

b) If water depth more than 100 metres, the distance is equal to depth of the water.

Figure 8.2: Anchor position between barge and pipeline

1.1.3 Anchor Wire Parallel to Pipeline Distance between anchor and pipeline is not less than 150 metres (figure 8.2).

1.1.4 Anchor Positioning in the Vicinity of Structures (1) When anchors are positioned in the vicinity of existing

marine structures, a minimum of 150 metres horizontal clearance from the structures shall be maintained. (figure 8.3); and

(2) A minimum of 5 metres shall be provided between anchor wires and any part of a platform or associated structures at all time.



Figure 8.3: Clearances from Structures

1.1.5 Anchor Wires Crossing Existing Pipelines

(1) Anchor wires crossing pipelines within the elevated

section of the catenary shall at all times maintain a vertical clearance of not less than 5 metres ( figure 8.4);

Figure 8.4: Vertical Clearances from Pipeline

(2) Anchor wires crossing abandon pipelines beyond the elevated part of the catenary shall have adequate length of ground wire before the crossing point on the pipeline. The length of ground wire from the touchdown point to the crossing shall not be less than 100 metres (figure 8.5); and



Figure 8.5: Length of Ground Wire

(3) In the event of the above requirements cannot be

achieved, clarification and approval shall be obtained from the Marine Coordinator.

1.2 Orientation of Anchors

(1) The barge shall be equipped with a minimum number

of eight anchors. (During operation, the number of anchor to be deployed shall be subjected to anchor pattern approval);

(2) For a self propel vessels that are able to maneuver to avoid endangering the structure in the event of a drift or emergency, a four points mooring is sufficient (including soft moor); and

(3) The orientation of the anchors relative to barge during

operation is determined using the following.

(a) The bow anchors provide the main forward pull during barge advances. They will be positioned forward and slightly out from the barge route;

(b) The bow breast anchors are for lateral control and for forward pull during barge advances. They will be positioned somewhat further out from the bow anchor;

(c) The stern breast anchors are for lateral control of

barge stern. They will be positioned only slightly forward from the barge stern; and

(d) The stern anchors are positioned to bring the

barge to a stop forward movement. The orientation of all anchors will be such that adequate back up is provided during anchor re-location.



1.3 Contingency Procedures

Contingency procedures for every foreseeable anchoring difficulty shall be included as part of the anchoring procedure: (1) For retrieval of anchor when anchor wire has parted;

(2) For retrieval of anchor when pennant wire has

parted/entanglement;

(3) For retrieval of drifting (runaway) pennant buoy;

(4) To ensure safe mooring of vessel in bad weather;

(5) In the event of anchor(s) drags; and

(6) For escape in the event of an emergency. The barge shall be able to clear the location of the platform independently.

1.4 Extended Hours Anchoring Operations (1) Ideally anchoring operations is carried out during

daylight with 1 set of crew. However it can also be carried out in 24 hours operation if 2 sets of independent crew are available onboard barge and AHT;

(2) For the case of 1 shift crew it is allowed to work a

maximum of 16 hours to avoid fatigue issue CSR to conduct risk assessment which includes adequacy of lighting and safety of the crew; and

(3) Should anchoring in non-daylight hours is necessary, the following additional requirements shall apply.

(a) The Barge and AHT are to be equipped with

Barge Management System (BMS), where location of all pipelines is charted and the location of Barge and AHT in relation to the existing pipelines are continuously shown. Anchor handling operation outside 1000m from coordinate of anchor position to the structures/pipelines does not require BMS;

(b) Pennant buoys used are large enough to act as radar reflections; and



(c) The anchor buoys are continually monitored in reference to the marker buoys or Barge Management System.

1.5 Adverse/Marginal Weather Precautions (1) Mooring/anchoring during bad weather is NOT

PERMITTED, especially in areas within the vicinity of existing pipelines and platforms. As a guide, weather is considered bad when significant sea/swell is more than 2.5 metres or wind speed is more than 25 knots (Refer to Marine MOPO in Appendix 2;

(2) The criteria generally used for determining limiting conditions are the maximum tension allowable in the anchor wires. The rig/barge shall only remain alongside an installation, whilst all the anchor wire tensions are within the acceptable working range;

(3) During initial setting up at the new location, barges are

required to carry out tensioning of anchors. Anchors are pretension in excess of their normal working tension, to allow for expected environmental loads on the mooring system. When anchor wire tensions begin to approach these pre-tension values, the barge should be in the state of readiness to ensure that she is able to suspend operations and pull out in minimum time required, if the weather continues to deteriorate further;

(4) The barge may also be pulled out of the location when

the sea condition begins to limit the type of work operations being carried out, even though her sea keeping qualities might not be adversely affected;

(5) The Barge Master shall continuously monitor all

weather forecasts, sea state conditions and anchor wire tensions, so that he is able to take prompt action as soon as the limiting weather conditions are being approached; and

(6) Every rig/barge shall have their limiting operating

conditions clearly stated in their Operation Manuals. The various stages of „Alert‟ and „Required Action‟ shall also be clear.



1.6 Transferring Anchor for Running

All works involving decking/lowering and connection/disconnection of anchor from the AHT, AHT vice versa Barge/work boat/rig must be carried out at least 100 metres from pipelines or subsea installation.

1.6.1 Crucifix Type Buoy

If the anchor is detached to the anchor wire (1) The anchor, its pennant wire (secondary and primary)

and the buoy are transferred to the AHT by barge crane;

(2) Connect secondary pennant wire (length depending on water depth) to the work wire and spool it into the drum; the last set being the primary pennant which will be connected to the anchor at the chain pigtail;

(3) Once connected take up the slack on the pennant;

(4) The barge then will pass the end of anchor wire and

the AHT will pick up by means of tugger wire and align and secure its socket at the shark jaws;

(5) Connect the anchor to anchor cable; and

(6) The AHT takes the anchor on its deck or secure it

against the stern roller for running. If the anchor attached to the anchor wire (1) The secondary anchor pennant wire (length depending

on water depth) and the buoy are transferred to the AHT barge crane;

(2) Connect the secondary pennant wire to the work wire and spool them into the drum;

(3) The barge will then pass the primary pennant wire

either by barge crane or AHT tugger wire;

(4) Align the primary pennant wire at the shark jaws and secure it at socket. The secondary pennant wire can now be connected to the primary pennant wire;

(5) The barge will slack away the anchor cable gradually;

(6) The AHT/AHTS takes the weight of the anchor; and



(7) The AHT/AHTS takes the anchor on its deck or secure

it against the stern roller for running.


(1) The buoy is transferred to AHT/AHTS by using barge crane;

(2) The buoy is then lowered next to the AHT stern roller. AHT deck crew pick up the end of the pennant wire and connect it to the work wire;

(3) The barge slacks away the anchor wire gradually while

the AHT crew spools in the pennant wire and takes the weight of the anchor; and

(4) The AHT takes the anchor on its deck or secure it

against the stern roller for running.

Figure 8.6: Transferring Anchor for Running

1.7 Running Anchor

(1) The AHT/AHTS will proceed to approved anchor

coordinate while maintaining a slight tension on the anchor wire so as to ensure no bight is formed on the anchor wire. This is also to ensure the belly of the anchor wire is not being dragged on the seabed especially when subsea facilities are present;

(2) Barge should constantly check on the wire tension by means of remote winch tension meter and advise AHT/ AHTS accordingly;



(3) Position of the barge is monitored using survey

management system i.e. BMS. Anchor foreman instruct AHT/AHTS to adjust her course and speed if needed;

(4) Once the bottom is clear of pipeline or cable the anchor is held below stern roller for dropping. At about one ship‟s length to location, the AHT will reduce her speed. Once the AHT is on target, the barge will apply brake on the winch and the AHT will commence lowering the anchor to seabed;

(5) When lowering the anchor, the AHT/AHTS will maintain

her forward movement. This is to ensure light tension on the pennant wire as well as the anchor wire. Kinks and fouling of wires to the anchor can be prevented;

(6) The AHT/AHTS will continue paying out the pennant

wire. Once the anchor is at the bottom there should be no headway and the pennant wire is straight up and down, the position is then recorded;

(7) Recheck the position of the anchor and if everything is

satisfactory cast off the buoy into the water;

(8) When the anchor hoist operator is satisfied that the anchor is firmly set in the seabed, the tension of the anchor wire is gradually increased to its working tension. He is also to confirm that the anchor is holding before sending the AHT/AHTS to her next task;

(9) The amount of anchor wire paid out and the horizontal

distance from fairlead derived from survey positioning equipment is then recorded. A comparison of these distances will be used to determine any anchor slippage;

(10) At least one layer of anchor wire must remain on the

winch drum; and

(11) After all anchors are set and before moving the barge to its working position, the anchors should be pre-tension. If the anchor drags, redeploy and test the holding capacity. When working adjacent to platform, tension on the anchor wire shall not exceed this tested tension.



Figure 8.7: Running of Anchor

1.7.1 Running Anchor under Platform Bridge

There are times where anchor is required to run under the bridge especially in congested area in order to maintain an even spread of anchors holding the barge. Should it be necessary to run anchor under bridge the following method shall be used: No Subsea Installation in Vicinity and Away From Jacket Leg (1) The AHT run the anchor as usual and drop the anchor

immediately under the bridge together with the buoy;

(2) The AHT will proceed to the other side of the bridge and retrieve the buoy and anchor; and

(3) The anchor is then run to its intended position. Subsea Installation in Vicinity and Close To Jacket Leg (1) Transfer the anchor, anchor buoy and its pennant wire

to the AHT. The pennant wire is spooled into the winch;

(2) The AHT will proceed to the other side of the bridge;

(3) A small line handling vessel is employed to run a polypropylene messenger rope connected to the anchor wire;

(4) This messenger rope is passed to the AHT to pick up

the anchor wire. Alternatively, if second AHT is available the anchor wire is towed close to the bridge and a pass the anchor wire to the other side of AHT by means of messenger rope; and



(5) The anchor wire is now connected to the anchor and

run to its intended position. 1.7.2 Static Running of Anchors

In cases where it is not possible to maintain the required minimum vertical clearance from subsea obstruction in shallow water, despite running wires under tension. In such situations, the anchor wire shall be run static as follows: (1) The anchor buoy and pennant wire is transferred to the

anchor handler. The anchor is located on the deck of AHT and disconnected from the anchor wire. Sufficient length of anchor wire is spooled onto the work drum to reach the target location;

(2) AHT pays out the anchor wire as she proceeds towards the anchor location; and

(3) Once the vessel is on location, the anchor is connected

to anchor wire and gradually lowered to the seabed with little headway on the AHT.

1.8 Decking of Anchor

(1) Anchor shall always be decked, before running across

pipeline(s). When an anchor is brought on deck, it should be placed forward of the anchor handling tong/jaws with the anchor wire locked in. However, the weight should be taken by the work wire and not by the tong/jaws; and

(2) It must be appreciated that with the anchor on deck, when running anchors, the catenary of the anchor wire is lesser than when the anchor hangs below the stern roller. While this helps to elevate the base of the catenary, it also reduces the shock absorbing effect of a good catenary. It also reduces the maneuverability of the vessel. Special caution must be taken to avoid any shock load while running the anchor.



Figure 8.8: Decking of Anchor 1.9 Casting of Buoy 1.9.1 Crucifix Type Buoy

(1) Raise the shark jaws and slack away the pennant wire

until the socket on the last set of pennant wire rests on it;

(2) Connect the buoy chain pigtail to the end of pennant wire;

(3) A slip hook is connected to the work wire is then

attached to pennant wire;

(4) Take the weight on the work wire and lower the shark jaws; and

(5) Pay out on the work wire until the slip hook and the

buoy is released. If Triplex shark jaws are used, omit step 3 to 5.Maneuver the vessel to slack away pennant wire. Then lower the shark jaws to release the buoy.


(1) A slip hook connected to the work wire is attached to

the pennant wire;

(2) Pay out pennant wire until the end is at the stern. Connect the tripping wire to the slip hook; and

(3) Continue to pay out the work wire, as the tension on

the tripping wire will release the end of pennant wire from slip hook.



Figure 8.9: Casting of Pennant Wire of Suitcase Buoy using Slip Hook

1.10 Soft Mooring to Jackets Leg

(1) The need may arise to make fast one or more line to jacket leg to hold the barge. This is because it is impractical to deploy the anchor especially in congested areas;

(2) All soft moorings to jacket legs have to be incorporated in the anchor pattern and approved by PETRONAS Carigali Marine Coordinator Prior approval the following criteria shall be met;

(a) Number of soft mooring is determined by

maximum mooring load the platform is able to take;

(b) Verify that the load is within acceptable limit;

(c) The soft mooring must consist of a weak link where the breaking strength must not exceed 75% of the allowable structure strength of the facilities;

(d) Under no circumstances a wire rope is loop

directly around jacket leg as it will chafe thus damage the leg and the wire also may come apart;

(e) Means should be provided to secure the line in a

figure of eight configuration to allow for fast retrieval during emergency and for tending the line during rising and falling of tide; and

(f) Sequence of retrieval during emergency pull out

must be addressed to all concerned parties.

1

2



(3) Job Hazard Analysis must be provided involving all

personnel engaged in the operation; and

(4) Approval by structural engineer and OIM. 1.10.1 Deployment of Soft Mooring

For deployment of soft mooring to jacket leg, the following procedure shall be used: (1) Upon setting up sufficient number of anchors, the barge

shall detach the anchor, buoy and pennant wire from the anchor wire intended to be used;

(2) Move the barge closer to the platform by means of heaving up and slacking the anchor wires;

(3) The derrick crane will pick up the end of anchor wire

complete with soft mooring arrangement. Alternatively, a stand-by boat could be used to transfer the line;

(4) The soft mooring is looped around the accessible

jacket leg by personnel stationed on the platform; and

(5) Tension not exceeding allowable load will slowly be applied to the soft mooring line.

1.11 Pre-Tensioning of Anchor

(1) Line pre-tensioning should be done after setting all

anchors. Anchors are pre-tension in excess of their normal working tension to allow for environmental load on the mooring system;

(2) Working tension varies with the type of barge. In general, upon deploying anchor tension of 6.8 to 9.1 MT (15 to 20 Kips) to be applied to ensure that the anchor digs in;

(3) When all anchors are deployed the tension of each wire

is increased to 13.6 MT (30 Kips) diametrically opposite the anchor;

(4) Monitor the tension meter and the amount of wire

reeled in. Steady meter reading on a particular test tension indicate that the anchor is holding;

(5) The tension is further increase to 18.2 MT (40 Kips) or

50 percent in excess of their working tension whichever is greater;



(6) After reaching minimum test tension, each wire is reduced to its normal working tension;

(7) In area where bad holding ground is anticipated, the

process is the same except that the anchor must be allowed to soak in at various stages of tensioning. It requires close monitoring which duration varies between 30 minutes to 6 hours depending on the seabed condition. The anchor needs to be redeployed if there is indication that it is dragging; and

(8) After redeploy and if the anchor is still dragging, the

use of piggy back anchor should be considered. 1.12 Anchor Retrieval Procedure 1.12.1 Recovery Pennant Buoy (Suitcase Buoy)

(1) The AHT proceeds to designated anchor buoy;

(2) AHT will back up to buoy and the deck crew will pick-up

pennant wire;

(3) The pennant wire is finally connected to the work winch; and

(4) Heave up on the work winch until anchor on-board the

AHT deck.

1.12.2 Recovery Pennant Buoy (Crucifix Buoy) (1) AHT proceeds to designated anchor buoy;

(2) AHT will back up to buoy and the deck crew will pick-up

buoy by means of buoy catcher connected to tugger wire;

(3) Once the buoy is on deck the guide pin is raised to

centralised the pennant wire;

(4) Keep heaving until pennant socket is slightly forward of shark jaws/karmforks. Engage the shark jaws/karm forks then slack off tugger wire to secure the pennant socket at the shark jaws/karmforks; and

(5) Disconnect the buoy from pennant and connect the

work wire to it. The anchor is now ready to break out.



Figure 8.10: Retrieving Crucifix Anchor Buoy

1.12.3 Use of Anchor Chaser (1) There are few alternatives employed to retrieve anchor

without pennant line in the event the pennant line parted; and

(a) The barge may self pick the anchor by moving it

in the direction of the anchor; and

(b) By passing the anchor wire to the AHT, connect it to the work wire and recover the anchor. (This technique is tedious and time consuming).

(2) The most common method is by stripping out the

anchor wire by means of a suitable chaser. However, care should be taken as this method imposes very much higher strains on chaser pennant wire as well as on the work wire. When this method is employed, the following procedure shall be adhered to.

(a) Take careful note current set and wind direction

which might set the AHT off the anchor wire when stripping;



(b) Pre-calculate the amount of wire needed for that

water depth to achieve correct chaser pennant wire length of one half or twice the water depth;

(c) Predetermined type of sea bottom and whether

the anchor has achieved full tension test;

(d) The barge is moved away from the platform, hold in position by compensating tension on other anchor wires;

(e) Slack away the anchor wire, a section of the wire

is placed on the AHT deck and slips the chaser into the anchor wire;

(f) The chaser assembly (chaser and pennant wire

connected to the work wire) takes the weight of the anchor wire before releasing the section of wire;

(g) Slack away the work wire to lower the chaser into

the water and align the AHT along the anchor wire bow towards the anchor;

(h) The barge will pick up tension gradually on the

anchor wire to a limit below than that of the test tension;

(i) Commence stripping out the anchor wire and give

particular attention on the strain of the pennant wire (Strain increases as the chaser closes to the anchor);

(j) Before breaking out the anchor, the chaser tug

will attempt to slip the chaser into the anchor shank and position itself based on the prevailing weather and availability of nearby facilities;

(k) Chaser tug breaks out the anchor by applying

tension on the work wire and if necessary use main engine to give required force. A sudden slack on the anchor wire is an indication that the anchor breaks out from seabed; and

(l) Slack on the anchor wire slightly and lift the

anchor up.



1.13 Permanent Chain Chaser (PCC) System

(1) PCC is the other method used to deploy and retrieve the anchor. The use of this system of deploying and retrieving anchors imposes very much higher strains on the pennants and work wires than normal buoyed systems.

Figure 8.11: Example of Chain Chaser

1.13.1 Preparation for Running Anchor

(1) Barge/rig crane lowers pennant wire;

(2) Vessel crew attaches tugger wire to lazy strop. Crane wire shall slack off so that pennant wire end is below stern roller; and

(3) Connect the pennant wire to the work wire and spool

them into the drum until the anchor has been hoved up hard against the roller.



Figure 8.12: Preparation for Running Anchor (PCC System)



1.13.2 Running the Anchor

(1) Running of anchor is similar to item 7 of this section.

Figure 8.13: Running of Anchor (PCC System)

1.13.3 Stripping of Chaser and Passing Pennant Back to the Barge/Rig

(1) Once confirmed that the anchor is holding, the chaser shall be stripped off and send back to the barge/rig;

(2) Work wire shall be shortened up to 1.5 time water depth and the AHT/AHTS turned around through 180º and exactly back over line of the chain;

(3) Work wire shall be kept under very low tension during

this manouevre;

(4) Chaser is now pulled off from the anchor and towed back to the barge/rig;

(5) The chaser can be felt when it‟s clear the anchor by the

following;

(a) A steady very low tension on work wire;

(b) A steady tension on anchor lines; and



(c) When chaser is on the chain and moving freely

the work wire will „jump‟ in rhythmic motion as the chaser is towed along. The winch operator on the barge/rig may feel the chaser moving on the chain.

(6) When approaching the barge/rig, the vessel shall be to

180º when about 3 vessel length;

(7) Commence shortening of work wire and the vessel continue coming astern in line with the anchor cable; and

(8) Move the vessel sideways clear of the anchor cable

towards the pennant pick up position under the crane.

Figure 8.14: Stripping of Chaser (PCC System)

1.13.4 Retrieving/Breaking Anchor (PCC System)

(1) Take chaser pennant on deck and connect to work

wire. The vessel move off from the barge/rig in line with the anchor wire;

(2) As the vessel approaches the distance calculated chain length from barge to anchor, water depth, work wire length, be ready to ease down on the power;

(3) Work wire will stop twitching when anchor is reached

and the chaser comes onto anchor; and



(4) Shorten in the work wire to 1.5 times water depth and

keep steaming slow ahead while barge/rig is slacking off tension on the anchor cable (15 metres). Upon slacking of the cable to 15 metres, increase engine power to half way ahead. When the tension drops the anchor is pulled out of the ground.

Figure 8.15: Retrieving Anchor (PCC System)

1 2

3 4

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Safe Winch Operations Rev. 0, April 2012 _________________________________________________________________________________


SECTION 9

SAFE WINCH OPERATIONS

Contents

Paragraph Page No.

1 SAFE WINCH OPERATIONS 2

1.1 Safe Winch Operations 2



1 SAFE WINCH OPERATIONS 1.1 Safe Winch Operations

(1) HSE is the most important element in any winch

operation. The winch operator shall always take the necessary safety precautions required to prevent injury to him or others; damage to the environment and property; and

(2) Tabulated below is a list of the most common safe operation practices. Specific work situations may require additional precautions.

(a) Read and understand the winch operation

manual before attempting to operate the unit;

(b) Only trained (attended the rigging and slinging course) and experienced persons shall be allowed to operate a winch;

(c) Do not use the winch for hoisting or lowering

people;

(d) During operation concentrate on using correct procedures. A moment of carelessness can allow accident to happen;

(e) Stay clear of wire ropes during operation

(barricade). Do not operate the winch if there are people near wire ropes, winch drums, level-winders (Spoolers) or other moving parts;

(f) Never leave the winch unattended when the drive

motor is running;

(g) Never climb onto the winch when the motor is running;

(h) Inspect wire ropes and attachments before

operating;

(i) Replace any damaged wire rope or attachments before operating the winches per standard industry practice;

(j) Wear appropriate protective equipment during

both operation and maintenance;

(k) Use only the specified diameter wire rope;



(l) Do not exceed winch load rating. Exceeding the

load rating can damage the winch and cause accidents;

(m) Do not exceed rated line speeds. This can also damage the winch and cause accidents;

(n) Avoid excess side loading;

(o) Always leave a minimum of one full layer of wire

rope on the drum;

(p) Clean greasy or slippery deck around the winch;

(q) Never operate with winch guards removed. All guards must be securely fastened before operating. Make this the final step in winch maintenance along with removal of all tools and / or test equipment;

(r) Never use the drum pawl to stop winch drum

rotation. Such practice will create sudden shock loads on the wire rope and winch drive, and it could severely damage the winch or break the wire;

(s) Always stop the winch drive motor for any

lubrication work;

(t) Maintain regular and systematic inspection of the winch;

(u) Maintain regular and systematic winch lubrication;

and

(v) Maintain communication during all winch operations. Always maintain back-up communications. Instructions should be clearly understood and repeated before an operation is carried out.

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Appendices Rev. 0, April 2012 _________________________________________________________________________________

PETRONAS CARIGALI SDN BHD APPENDIX 1 Page A1-1

APPENDICES

Contents

Appendix Page No.

1 Glossary A1-1

2 Marine MOPO A2-1

3 Beaufort Scale A3-1

4 Towing Force Criteria and Calculations A4-1

5 Resource Person A5-1

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Appendix 1 Rev. 0, April 2012 _________________________________________________________________________________


APPENDIX 1

GLOSSARY Anchor An object, often made out of metal that is used to

attach a ship to the sea bed at a specific point.

Barge/Pontoon A long narrow flat bottomed boat used for transporting freight.

Crucifix Buoy A design of a buoy which has a crucifix shape bollard

on top of it.

Deadweight An expression of a ship's carrying capacity, including the weight of the crew, passengers, cargo, fuel, ballast, drinking water, and stores.

Gross Registered Tonnage Total internal volume of a vessel, with some

exemptions for non-productive spaces such as crew quarters.

Master Vessel Captain.

Stern Roller Located at back end of the vessel to facilitate easy

launching of work anchor.

TOPO A topographic chart is a type of map characterised by large-scale detail and quantitative representation of terrain, usually using contour lines.

Towing, Moving and Anchor Handling Guideline WW ALL S 04 012 Appendix 2 Rev. 0 Apr 2010 _______________________________________________________________________________________________________________________________


APPENDIX 2

MARINE MOPO

Marine Matrix of Permitted Operation (MOPO)

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Appendix 3 Rev. 0, April 2012 _________________________________________________________________________________


APPENDIX 3

BEAUFORT SCALE

Beaufort Scale

Knots Mph

Description Effect at sea Effect on land

0 0 0 Calm Sea like a mirror Smoke rises vertically

1 1-3 1-3 Light air Ripples but no foam crest

Smoke drifts in wind

2 4-6 4-7 Light breeze Small wavelets Leaves rustle, wind felt on face

3 7-10 8-12 Gentle breeze

Large wavelets, crest not breaking

Small twig in constant motion, light flags extended

4 11-16 13-18 Moderate wind

Numerous whitecaps, Waves 1-4ft high

Dust, leaves and loose paper rose. Small branches move

5 17-21 19-24 Fresh wind Many whitecaps, some spray, waves 4-8ft high

Small trees sway

6 22-27 25-31 Strong wind Whitecaps everywhere, large waves 8-13 ft

Large branches move, difficult to use umbrellas

7 28-33 32-38 Very strong wind

White foam from waves is blown in streaks, waves 13-20 ft high

Whole trees in motion

8 34-40 39-46 Gale Edges of wave crest break into spindrift

Twigs break off trees, Difficult to walk

9 41-47 47-54 Severe gale High waves, sea begins to roll spray reduce visibility, 20ft waves

Chimney pots and slates removed

10 48-55 55-63 Storm Very high waves 20-30 ft, blowing foam gives sea white appearance

Trees uprooted Structural damage

11 56-63 64-72 Severe storm Exceptionally high waves, 30-45 ft high

Widespread damage

12 63 73 Hurricane Air filled with foam, visibility reduced, white sea, waves over 45 ft high

Widespread damage, rare

Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Appendix 4 Rev. 0, April 2012 ________________________________________________________________________________


APPENDIX 4

TOWING FORCE CRITERIA AND CALCULATIONS

(Extract from Oilfield Seamanship, Vol. 5, Barge Moving by Michael Hancox)

This minimum towing force is the subject of some debate and the following criteria are commonly used:









Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012 Appendix 5 Rev. 0, April 2012 _________________________________________________________________________________


APPENDIX 5

RESOURCE PERSON

1. Capt M Halim A Rais. Manager Marine Safety, CHSE

2. Capt Shaharzat A Ghani Marine Controller, PMSSB

3. Capt Paul Aeria Marine Coordinator, dfin

4. Capt M Hanafi Ali Marine Coordinator, CHO

5. Capt A Nasir Ramli Marine Superintendent, KSB

6. Capt Manoj Menon Marine Executive, SKO

7. Tay Hock Beng Field Superintendent, BUK

PETRONAS Carigali Moving and Anchor Handling Guideline

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