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PETRONAS TECHNICAL STANDARDS
HEALTH, SAFETY AND ENVIRONMENT
STANDARD
OFFSHORE MARINE SAFETY
PTS 60.2405
OCTOBER 2012
2010 PETROLIAM NASIONAL BERHAD (PETRONAS)
All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted in
any form or by any means (electronic, mechanical, photocopying, recording or otherwise) without the
permission of the copyright owner.
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PREFACE
PETRONAS Technical Standards (PTS) publications reflect the views, at the time ofpublication, of PETRONAS OPUs/Divisions.
They are based on the experience acquired during the involvement with the design,construction, operation and maintenance of processing units and facilities. Where appropriatethey are based on, or reference is made to, national and international standards and codes ofpractice.
The objective is to set the recommended standard for good technical practice to be appliedby PETRONAS' OPUs in oil and gas production facilities, refineries, gas processing plants,chemical plants, marketing facilities or any other such facility, and thereby to achievemaximum technical and economic benefit from standardization.
The information set forth in these publications is provided to users for their consideration anddecision to implement. This is of particular importance where PTS may not cover everyrequirement or diversity of condition at each locality. The system of PTS is expected to be
sufficiently flexible to allow individual operating units to adapt the information set forth in PTSto their own environment and requirements.
When Contractors or Manufacturers/Suppliers use PTS they shall be solely responsible forthe quality of work and the attainment of the required design and engineering standards. Inparticular, for those requirements not specifically covered, it is expected of them to followthose design and engineering practices which will achieve the same level of integrity asreflected in the PTS. If in doubt, the Contractor or Manufacturer/Supplier shall, withoutdetracting from his own responsibility, consult the owner.
The right to use PTS rests with three categories of users:
1) PETRONAS and its affiliates.
2) Other parties who are authorized to use PTS subject to appropriatecontractual arrangements.
3) Contractors/subcontractors and Manufacturers/Suppliers under a contractwith users referred to under 1) and 2) which requires that tenders forprojects, materials supplied or - generally - work performed on behalf of thesaid users comply with the relevant standards.
Subject to any particular terms and conditions as may be set forth in specific agreements withusers, PETRONAS disclaims any liability of whatsoever nature for any damage (includinginjury or death) suffered by any company or person whomsoever as a result of or inconnection with the use, application or implementation of any PTS, combination of PTS orany part thereof. The benefit of this disclaimer shall inure in all respects to PETRONASand/or any company affiliated to PETRONAS that may issue PTS or require the use of PTS.
Without prejudice to any specific terms in respect of confidentiality under relevant contractualarrangements, PTS shall not, without the prior written consent of PETRONAS, be disclosedby users to any company or person whomsoever and the PTS shall be used exclusively forthe purpose they have been provided to the user. They shall be returned after use, includingany copies which shall only be made by users with the express prior written consent ofPETRONAS.
The copyright of PTS vests in PETRONAS. Users shall arrange for PTS to be held in safe
custody and PETRONAS may at any time require information satisfactory to PETRONAS in
order to ascertain how users implement this requirement
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Acknowledgement
This document was jointly prepared with contribution from the following organizations:
1. Morris Kho GHSED2. Capt M Hanafi M Ali PCSB/DFIN
3. Capt Muhammad Adiputra PCSB/SCM4. Md Nabil b Md Yusoff PCSB/DFIN5. Capt Paul Aeria PMSSB6. Capt Amser Yusuf Daud MISC7. Capt Maninderjit Singh Bajwa MISC8. Capt Abd Nasir b Ramli PMO/PDP9. Dr Mohd Hatta Usul GHSED10. Megat Muzafar b Mohd Mokhtar GHSED11. Mohd Khairi Ismail PCSB/DFIN12. Ng Boon Hock PCSB/DFIN13. Mohd Fouzi Abdullah PCSB/DFIN14. Helme Athrah Jaafar PCSB/DFIN15. Norshidi Fazizi b Mohd Noor PCSB/DFIN
16. Lawrence Sim Hua Chia PCSB/DR
.
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ABBREVIATIONS AND ACRONYMS
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
Offshore Activities being carried out away from land towards the waterOIM Offshore Installation Manager
REFERENCED DOCUMENTS
Doc. No Title
PTS 60.0110 Logistic
PTS 60.1501.06 Guideline on Health Assessment for Fitness
to work
PTS 58.03.01.02 Offshore Support Vessel & Marine Support
Craft Vetting Procedures
PTS 60.2103 Lifting
PTS 31.10.00.31 Noise control (amendments/ supplements toISO 15664)
PTS 37.19.10.20 Marine Safety of Mobile Offshore Installations
PTS 37.19.10.31 Helidecks on Fixed and Mobile OffshoreStructures
PTS 37.19.60.20 Offshore Structures Engineering
PTS 37.91.10.11 Mooring of mobile units
PTS 37.92.10.30 Pedestal cranes (amendments/supplementsto API Spec 2C)
PTS 37.92.10.31 Pedestal cranes (amendments/supplementsLloyd's code and BS 2573)
PTS 80.80.00.10 Offshore facilities life-saving appliancerequirements (amendments/supplements toSOLAS)
PTS 37.19.10.42 Transportation
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PTS 37.19.10.41 Load-Out and Sea Fastening
PTS 37.19.11.10 Determination of Loads on Structures andSea Fastening During Barge Transportation
SOLAS International Convention for the Safety of Life
at Sea
STCW Standards of Training, Certification and
Watch Keeping for Seafarers
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TABLE OF CONTENTS
1.0 INTRODUCTION AND SCOPE.................................................................................. 11
1.1 INTRODUCTION AND PURPOSE .................................................................. 11
1.2 SCOPE ............................................................................................................ 11
2.0 PERSONNEL RESPONSIBILITIES ........................................................................... 11
2.1 PERSONNEL RESPONSIBILITIES .............................................................. 11
2.2 COMPANY SITE REPRESENTATIVE (CSR) / COMPANY MAN ................ 11
2.3 RIG MANAGER / BARGE OR WORKBOAT MASTER ............................... 12
2.4 POSITIONING SURVEYOR .......................................................................... 13
2.5 PETRONAS MARINE COORDINATOR ....................................................... 14
2.6 PETRONAS MARINE CONTROLLER .......................................................... 14
2.7 RIG / BARGE MOVER .................................................................................. 14
2.8 TOW / AHT/ AHTS MASTER ........................................................................ 15
2.9 MARINE INSURANCE / WARRANTY SURVEYOR ..................................... 16
2.10 OTHER PERSONNEL ................................................................................... 17
3.0 VESSEL CREW REQUIREMENTS ........................................................................... 17
3.1 MANNING ...................................................................................................... 17
3.2 COMPETENCY AND SCREENING .............................................................. 18
3.3 WORKING HOURS AND DAYS ................................................................... 19
4.0 VESSEL REQUIREMENTS ....................................................................................... 19
4.1 SELECTION PARAMETER........................................................................... 19
4.2 VESSEL AND BARGE AGE ......................................................................... 20
4.3 BARGE SPECIFICATION ............................................................................. 20
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5.0 RIG / BARGE MOVE .................................................................................................. 20
5.1 INTRODUCTION ........................................................................................... 20
5.2 REQUIREMENT ............................................................................................ 20
5.3 PRE MOVE PREPARATION / PLANNING ................................................... 21
5.4 ONSITE PRE MOVE PREPARATION .......................................................... 23
5.5 RIG / BARGE TOW ....................................................................................... 29
5.6 ARRIVING NEW LOCATION AND MAKING APPROACH .......................... 30
5.7 WORK BOAT / DIVING SUPPORT BOAT OPERATIONS .......................... 35
5.8 DRILL SHIP OPERATIONS .......................................................................... 37
6.0 TOWING ARRANGEMENT AND OPERATION ........................................................ 37
6.1 TOWING ARRANGEMENTS ........................................................................ 37
6.2 EMERGENCY TOWING ARRANGEMENTS ................................................ 38
6.3 TOWLINE CATENARY ................................................................................. 39
6.4 PASSAGE PLANNING FOR TOWING ......................................................... 39
6.5 INTER FIELD TOW .................................................................................... 40
6.6 TOWING WITH ANCHOR WIRES ................................................................ 40
6.7 DURING TOW PASSAGE ............................................................................. 40
6.8 LOCATION APPROACH ............................................................................... 40
6.9 SAFETY REQUIREMENTS ........................................................................... 41
7.0 MOORING EQUIPMENT ............................................................................................ 41
7.1 ANCHOR MOORING ARRANGEMENT ....................................................... 41
7.2 WINCHES / WINDLASS ................................................................................ 42
7.3 CLOSED CIRCUIT TELEVISION MONITORS (CCTV) ................................ 42
7.4 TENSION METERS ....................................................................................... 42
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7.5 FOOTAGE COUNTERS ................................................................................ 43
7.6 FAIRLEADS AND ROLLERS ....................................................................... 43
7.7 ANCHOR CABLES ....................................................................................... 43
7.8 ANCHORS ..................................................................................................... 44
7.9 PENNANT WIRES ......................................................................................... 45
7.10 ANCHOR BUOYS ......................................................................................... 46
7.11 SPRING BUOY .............................................................................................. 48
7.12 BUOY CATCHER .......................................................................................... 48
7.13 OTHER FITTINGS ......................................................................................... 49
8.0 ANCHOR PATTERN .................................................................................................. 50
8.1 DRAWING OF ANCHOR PATTERN ............................................................ 50
8.2 FACTORS TO CONSIDER FOR ANCHOR PATTERN ................................ 50
8.3 ANCHOR PATTERN APPROVAL ................................................................ 51
9.0 ANCHOR HANDLING OPERATIONS ....................................................................... 51
9.1 ANCHORING RESTRICTION ....................................................................... 51
9.2 ORIENTATION OF ANCHORS ..................................................................... 54
9.3 CONTINGENCY PROCEDURES .................................................................. 54
9.4 EXTENDED HOURS ANCHORING OPERATIONS ..................................... 55
9.5 ADVERSE / MARGINAL WEATHER PRECAUTIONS ................................ 55
9.6 TRANSFERRING ANCHOR FOR RUNNING ............................................... 56
9.7 RUNNING ANCHOR ..................................................................................... 57
9.8 DECKING OF ANCHOR ................................................................................ 59
9.9 CASTING OF BUOY ..................................................................................... 59
9.10 SOFT MOORING TO JACKET LEG ............................................................. 60
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9.11 PRE TENSIONING OF ANCHOR .............................................................. 61
9.12 ANCHOR RETRIEVAL PROCEDURE .......................................................... 62
9.13 PERMANENT CHAIN CHASER (PCC) SYSTEM ........................................ 63
10.0 SAFE WINCH OPERATIONS .................................................................................... 67
11.0 SAFE OPERATIONS ................................................................................................. 68
12.0 APPENDIX ................................................................................................................. 69
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1.0 INTRODUCTION AND SCOPE
1.1 INTRODUCTION AND PURPOSE
This standard provides the minimum safety requirements for all Offshore Marineactivities conducted at PETRONAS and JVs (with operational control) facilities and
installations. It shall be used in conjunction with local procedures, guidelines,
regulations and statutory requirements.
1.2 SCOPE
This Standard covers anchor handling, towing, mooring, securing and lifting for
Offshore Marine Vessels, including but not limited to, Pipe Laying Barge, Derrick
Barge, Transportation Barge, Accommodation Barge, Anchor Handlers, DynamicPositioning Vessels, Diving Support Vessels, Supply Vessels, Landing Craft (LCT),
Workboats, Tugboats, Survey Vessel , Harbour Craft, MODU, MOPU and Crew
Boats for domestic and international operations.
For international operation, these requirements are to be complied with in addition to
the specific requirement of local legislation.
2.0 PERSONNEL RESPONSIBILITIES
2.1 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.
2.2 Company Site Representative (CSR) / Company Man
1) Is the designated PETRONAS 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 PETRONASinterest 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
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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 and an overview of infrastructure on
the seabed including verified information on sea bottom conditions and anyobstructions and disseminate this information to rig manager / barge master,
rig mover and marine controller.
2.3 RIG MANAGER / BARGE OR WORKBOAT 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 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.
6) To ensure that the minimum manning policy is complied with regards 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 prerig 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 / workboat 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
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times.
22) Endeavour to use dedicated Very High Frequency (VHF) channels for
communication between installations.
2.4 POSITIONING SURVEYOR
The Positioning Surveyor shall be responsible for supplying, setting up and
maintaining the survey equipment.
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:
1) Prepare a report that captures all the important aspects of the positioning
operations.
2) Install, if possible, any and all required navigation packages on AHT / AHTS
prior to their departure from the present location
3) 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.
4) To 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.
5) 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 rigs / barges anchors.
6) Liaise with the Rig / Barge Mover and Marine Controller with respect to
navigation equipment status and position confidence.
7) 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.
8) 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.
9) Maintain detailed logs of all movements of the unit as advised by the Rig /
Barge Mover and Marine Controller.
10) Ensure that positioning equipment set up, operations and equipment
demobilization on the unit are carried out in a safe manner.11) Immediately report all survey related incidents to the Rig Manager, Rig / Barge
Mover and Marine Controller.
12) Check and endorse the final rig / barge position.
13) The scope of work of surveyor comprises of the following:
i. Provision of management facilities and survey related resources and
preparation of positioning and survey procedures.
ii. Provision of DGPS Position system. The DGPS system should be made
available both on the installation rig / barge and two associated anchor
handling tugs.
iii. Provision of Barge Management System (BMS) onboard the installationbarge, to continually monitor display and record barge position, and
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display barge and anchors relative to existing facilities.
iv. Provision of Tug Management System onboard the two (2) Anchor
Handling Tugs (AHTs) 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 anddisplay at AHT position, heading and speed at all times onboard the rig /
barge.
v. All anchor drop and recovery positions to be recorded and plotted and
documented.
vi. Provision of the BMS Display to the winch operators for correct control of
barge position along the proposed pipeline. (for pipe lay barge).
vii. 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.
2.5 PETRONAS 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
3) Liaise with PMT Management on ongoing offshore activities on the need to basis
4) This position resides in the main office as part of the operational team
2.6 PETRONAS MARINE CONTROLLER
1) Shall be responsible to the CSR. He shall monitor and coordinate marine
operation at site is carried out in accordance with PETRONAS 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 vessel Master with reference to relevant approved procedure.
Any deviation shall require approved 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 minimizing 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 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.
2.7 RIG / BARGE MOVER
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.
He shall be competent in all aspects of jack up (rig mover) movement including
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towing, afloat, stability, seaworthiness, navigation, appraisal of weather and passage
planning.
i. Shall have suitable jack up experience and a working knowledge of jacking
operations. (Rig Mover)
ii. 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.
iii. To discuss the towing route with the appointed towing vessels.
iv. 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.
v. To be familiar with the details of the arrival location, water depth, soil
details, anticipated penetrations and recommendations detailed within the
Location Approval Certificate.
vi. To be familiar with the positioning detail of the new location; platform
configuration if applicable, details of position tolerances and potential platform
interference.
vii. To be familiar with the technical capabilities of the jacking system. (Rig Mover)
viii. To brief the anchor handling vessels on the procedures to be followed for the rig /
barge move.
ix. To execute anchor handling operation in a safe and professional manner in
accordance with the requirement.
x. To be responsible for the correct deployment of anchors associated with
the operations and should ensure that the equipment provided is fit for
purpose.
xi. To control the movement and actions of all vessels associated with the
operations after consultation with the Rig Manager and Marine Controller.
xii. To communicate with assisting vessels on VHF radio.
xiii. To ensure that any and all additional marine equipment provided for
mooring i.e. pennants, shackles, anchors, buoys, etc, are certified and
correctly recorded upon deployment together with the purpose for
which the equipment is deployed.
xiv. To ensure that all unused items of mooring equipment are correctly
manifested for return on completion of the operations.
2.8 TOW / AHT/ AHTS MASTER
The vessel Master(s) will at all times be responsible for the safety of their crew,vessel(s), and where towing, the safety of the tow.
1) 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.
2) To have a clear understanding of the operations that they are to engage in
and have input at the pre move meeting or be advised of its content by the Rig /
Barge Mover / Marine Controller.
3) 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.4) To ensure their vessels are fully stocked with fuel, lubes and other essentials for
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at least 7 days continuous operation.
5) To ensure that crews, when working on deck, are suitably
dressed with the correct PPE for the job at hand; Hard Hat, Safety Boots, Safety
Glasses and a Life vest, etc.
6) To ensure that the appropriate navigation warnings are transmitted at regular
intervals throughout the passage, to warn other vessels of the rig / bargeposition and progress.
7) To continuously monitor water depth during the operations and at all times is
aware of vessel and tow draft relative to available water depth, sea height and
tide.
8) To report to the Rig / Barge Mover for any change in condition onboard his
vessel that may affect the operation.
9) Responsible for ensuring all move and anchor handling operation is
carried out in accordance to safe working practices and observe good
seamanship.
10) To ensure that all anchor handling equipment is tested, inspected and in
good order.
11) To maintain the rig / barge towed in a safe position throughout towing
operation.
12) To ensure that the equipment / machinery are regularly inspected, certified
and remains in operation condition.
13) To ensure compliance with the minimum manning requirements.
14) To ensure that planned operations shall be performed within current provisions
for working hours and rest periods.
15) To ensure that a safe Job Hazard Analysis has been performed in
accordance with the work specification.
16) To ensure that passage planning is carried out and made available prior
sailing out to location while on tow.
17) To comply to PETRONAS instructions to Masters of Marine vessels
2.9 MARINE INSURANCE / WARRANTY SURVEYOR
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:
1) Monitor, approve and record the rigs transit stability as calculated by the Barge
Engineer. Ensure compliance with Marine Insurance.
2) Review all rig move procedures, the towing vessels and routing and provide
advice and comment as appropriate.
3) May carry out physical inspection on:
i. Internal and external of rig / barge.
ii. Cargo and its sea fastening.
iii. Tow / AHT / AHTS involved in towage operations.
iv. Documentation and certification of rig / barge and Tow / AHT / AHTS.
v. Review departure and arrival stability calculations.
vi. Review Operation Manual to ensure the unit is being operated within
criteria set out in the document.
vii. Review qualifications of personnel in command of the rig / barge and Tow /AHT / AHTS to ensure they are qualified to perform the work.
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2.10 OTHER PERSONNEL
2.10.1 Rig / Barge Engineer
The Rig / Barge Engineer will have the responsibility of ensuring the correctoperation of the units marine systems and equipment during the operations.
He or she:
1) 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.
2) Shall ensure the correct deployment of competent personnel and
establish good communication procedures between his personnel.
3) Shall ensure that all personnel are fully briefed on their duties and
responsibilities with regards to the operations.
2.10.2 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.
6) To liaise with AHT Master and control all barges, AHT and anchor
movements.
2.10.3 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.
3) To ensure that barge remains on proposed route at all times.
3.0 VESSEL CREW REQUIREMENTS
3.1 MANNING
3.1.1 AHT for pipe laying or any activities that require 24 hrs operations for any
period of time 2 sets of crew, with a total of minimum 17 personnel (see
table 1 below). Chief Officer for night shift minimum 2 years experience in
anchor handling operations
3.1.2 Construction crew on board will follow requirements as per respective
contract
3.1.3 For dynamic positioning vessels As per IMCA minimum manningrequirement of 3 personnel for normal hours (1 x Master, 1x senior DPO, 1x
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junior DPO) / 6 personnel for 24 hrs operations as per Table 2 (DP
Operations for 24 hrs) below
Table 1 Day and Night shift crew on board the ship (24hrs operations)
No. DAY NIGHT
1 Captain Captain OR Chief Officer
2 Chief Engineer 1stEngineer
3 Officer Engineer
4 Engineer Officer
5 Bosun Able Bodied
6 Able Bodied Able Bodied
7 Able Bodied Able Bodied
8 Oiler Oiler
9 Cook
TABLE 2 DP OPERATIONS for 24 HRS
No. DAY NIGHT
1 Master with Senior DPO cert
2 Senior DP operator Senior DP operator
3 Junior DP operator Junior DP operator
4 Electronic Technical Officer (ETO)
3.2 COMPETENCY AND SCREENING
Vessel crew shall meet the competency requirement as per STCW 1995StandardTraining Certification for Watch keeping, issued by International MaritimeOrganisation (IMO), as amended to Manila Convention 2010.
A screening process is required to address and verify the following requirements:To verify that the crew engaged is capable to carry out the job
To ensure that the documentations are valid
To ensure that the person is familiar with the job and possess the necessaryskills and experience
To ensure the understanding of PETRONAS policies
PETRONAS contract holder shall ensure:
i. The Master and the senior officers must have a minimum of two years oil and gasexperience.
ii. For those with less than 2 years in oil and gas industry shall be subjected to thefollowing mitigations upon approval by PETRONAS top management: (a)familiarisation exercise by doubling up that position for a period of minimum 2weeks OR (b) engaged in a lower position until he acquires the 2 yearsrequirement. Assessment during familiarisation exercise shall be conducted bythe Master in command.
iii. The Contractor shall provide the required documents to the contract holder whichincludes but not limited to - medical report, certificate of competency (deckofficer/engineers as per STCW 1995 as amended to Manila Convention 2010),certificate of watch keeping (able seamen, oiler), certificate of recognition forforeigners (discharge book, curriculum vitae, basic rigging and slinging training(deck crew), , food handling (cook), offshore safety passport and (if required)helicopter underwater escape training (crew change using helicopter)
iv. The Manager of the contract holder shall be accountable to approve theacceptance of the vessel crew
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3.3 WORKING HOURS AND DAYS
Working hours /rest hrs to comply with PTS Management of Fatigue in theworkplace, Section 3.6 Seafarers, with the following requirements. The limits on
hours of work or rest shall be as follows:
Maximum hours of workshall not exceed:i. 14 hours in any 24-hours period; and
ii. 72 hours in any seven-day period.
or
Minimum hours of rest shall not be less than:
i. 10 hours in any 24-hours period; and
ii. 77 hours in any seven-day period.(ILO convention no.180, article 5)
Hours of rest may be divided into no more than two periods, one of which shall be atleast six hours in length and the interval between consecutive periods of rest shall notexceed 14 hours.
i. Marine crew
(a) Field Support vessel (at location standby vessel)including barges a maximum of 60 days onboardand minimum of 10 days leave
(b) Sector run vessel including drilling support vessel,a maximum of 90 days onboard and minimum of 10days leave
ii. Construction60 days maximum on with a minimum of 1 week break on land
4.0 VESSEL REQUIREMENTS
4.1 SELECTION PARAMETER
The selection procedure for the anchor handling tugs is important for the work to
proceed as planned.
The following parameters shall be considered in determining a suitability of vessel
specifications:
i. Towing:
1. The size, type and characteristics of the vessel to be towed.
2. The geographical area of the move with particular reference to weather
patterns or hazards and navigational difficulties.
3. Probable duration of tow.
4. The availability and conditions of towing vessels for the operation.
5. Propulsion availability on the tow.
6. Commercial pressure such as value of the tow, necessity to meet particular
deadlines, time to prepare the tow and for the voyage.
ii. Anchor Handling:
a) Water depth and bottom conditions at the mooring site to determine the
vessel and winch power.
b) Estimated maximum sea / swell height, wind force and current to determine
the vessel size, engine and thruster power.
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c) The type and weight of anchor to be used to determine size of roller and
deck space.
d) Method of deployment either by permanent chaser or buoyed system
to determine winch power, drum capacity, stopper size and type.
e) The need to run piggy back anchor to determine deck space and pennant
storage capacity.f) The need to handle extra chain to determine locker capacityand gypsy
size.
g) Barge / rig winch type and pay out speed.
h) The need to run specialized mooring, combination support or preload
to determine deck space, work drums, storage reel capacity and numbers
of combination stoppers.
4.2 VESSEL and BARGE AGE
Contract - The age of vessel/barge shall not be more than 15 years at the end of
charter period for a long term charter (contract one year & more), and not more than
25 years for a short term charter (less than one year).
Refurbished Vessels/Barges(more than15 years old):
A vessel/barge of 15 years or more that has undergone a complete and extensive
refurbishing within the last 5 years. The refurbishing shall include where applicable,
but not limited to, accommodation, complete overhaul/change out of engines,
winches or anchor handling winches, rotating equipment, new electrical system ,new
plumbing, new safety facilities and equipment, cleaning and re-coating of all tanks
and the like. The barge must be certified by the Classification society/Flag State as
deemed fit for duty (see Appendix 3). Refurbished barges shall be for short termcontract only.
4.3 BARGE SPECIFICATION
Any modifications from the original design, i.e. pontoon/dumb barge to pipe lay/ crane
barge or work barge shall be re-examined and approved by Classification Society. A
new certificate of class shall be issued based on the new specification.
5.0 RIG / BARGE MOVE
5.1 INTRODUCTION
This section describes procedures for rig move for Jack up, Tender and Semi
submersible rig. It also includes procedures on barge movement when performing
various engineering works at offshore facilities.
5.2 REQUIREMENT
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In protecting PETRONAS interest and to ensure safe and efficient operation, the
presence of PETRONAS 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, should have the presence of PERONAS
Marine Controller:1. Anchoring activities in restricted area
2. Approaching 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 meters of gazette area and/or close proximity
to subsea facilities
The requirement for Marine Controller is optional for Dynamic Positioning 2 (DP2)
operated vessel and above (e.g. DP3, DP4, etc)
5.3 PRE MOVE PREPARATION / PLANNING
Rig / Barge move preparation / plan shall be carried out by the rig/barge owner and
approved by PETRONAS Project Manager / Contract Holder.
In preparing a rig / barge move, the rig / barge owner shall consider and carry out
the following:
1) Time of the move and duration of stay in the new location with emphasis on
expected weather and tidal conditions.
2) All towing vessel have sufficient consumables i.e. Fuel, lubricating oil,
hydraulic oil, drinking water and food for intended duration of the move plusa 25 % reserve.
3) Sub-sea survey report - any shallow gas, seabed obstructions, nature of the
bottom and expected penetration.
4) 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.
5) Prepare anchor patterns for approval for new locations, taking consideration of
departure from present location.
6) Any requirement for divers or ROV.
7) Presence of other marine units in the vicinity8) Stability calculation to be carried out to confirm capability to carry out the
intended job.
9) Pre-Move meeting attended by all interested parties.
10) Rig/barge owner/contractor shall ensure that the rig/barge owner is onboard
prior to commencing operations
11) Vessel requirements as per Section 4 of this document
12) Complete the Pre-Move Plan. Any pre-move checklist must be completed and
signed off prior to commencing of the actual move.
5.3.1 Additional Preparation / Planning for Jack up Rig Move
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i. Positioning the rig: For open location Tolerance, type of fix, night
restrictions.
For jacket move - The distance from and angle to the jacket is derived at
after considering the anchor pattern, previous rig entry, coverage ofwells 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.)
ii. Standby locations - a surveyed area where the rig can soft pin/ jack
down. It is preferable to soft pin the rig in front of the jacket/platform at the
approach side where deployment anchors are feasible.
iii. Previous rig visit to the jacket - type of rig, position, leg penetration,
foot prints. Partial coverage of spud cans of different rig types can caused
serious damage to the re-entry spud cans/legs
iv. Diving requirements - to clear debris, inspect spud-cans, and inspect spud-
can clearance from pipelines, old footprints or other obstructions.
v. Designated anchorage area must be pre-sweep surveyed to ensure no
present of debris. If the survey has been done more than 6 months, the
area need to be re-surveyed.
a. Rig Heading Open Location
The rigs heading is determined after considering the following:
i. Winds should carry escaping and flared gases away from the
living quarters.
ii. Helicopters will want to approach into the wind when landing
and taking off.
iii. Supply vessels generally moored to the leeward side of the rig.
iv. Effect of swell and strong currents on supply vessels
difficulty to maintain position if they are from the beam.
v. Drilling mast should not shield the radio antenna from the
shore or transmitting station.
b. 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.
The present and utilization of positioning equipment to be made
available on board (both on rig & tow vessel) for the barge/rig
movement, complication of final entry to the intended location. As such
the deployment of markers is optional.
c. Contingency Plan
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During the pre-move meeting onboard the rig,the pre-determined jack
down location must be announced to the Rig mover and
rig personnel, should this be required during the move.
Among the items to be considered are:
ii. Possible shelter areas.
iii. Localities where the rig may jack down in an emergency.
iv. Availability of other vessel en-route.
v. Rig's draft under various weather conditions.
vi. Port of refuge
5.3.2 Additional Preparation / Planning for Tender Assisted Rig Move
i. Each Tender Assisted Rig has its own Standard Anchor Pattern. The
patterns are basically similar but there may be slight variation in the angles to
suit a particular tender.
ii. Anchor patterns shall be drawn in such a manner that shifting of anchor
will be kept minimal when moving to or from rigging position and approved
by PETRONAS Approving Authority.
iii. 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.
b. Limitations of the crane reach.
iv. Position of the tender in drilling position is fixed by the platform heading
(for platforms specially built for Tender Assisted Rigs).
v. Requirement for a heavy lift crane barge to carry out the rigging up and/or
down where necessary.
vi. Requirement for flattop material barges. Although most tenders have the
capacity to transport their own drilling equipment, experience has shown
that it is more practical to transport the bulk of these equipment using flattop
barges during moves.
vii. Prepare anchor patterns for rigging down positions at old location, rigging
up position/s and drilling position at new location.
viii. Any requirement for soft moorings.
ix. Any requirement for spring buoys.
x. Any requirement for piggy back anchors.
5.3.3 Additional Preparation / Planning for Barge Move
i. Any requirements for soft moorings.
ii. Any requirements for spring buoys.
iii. Any requirements for piggy back anchors.
iv. Any requirements for diving assistance.
v. Designated anchorage area
5.4 ONSITE PRE MOVE PREPARATION
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5.4.1 Jack up Rig
a. 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 restrictedarea.
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:
i. Evaluate the immediate and forecasted weather condition.
ii. Ascertain that all marine crafts are on location.
iii. Call a meeting with all the personnel involved in the move.
iv. The final procedure for the forthcoming operations shall be
discussed and agreed by all at this meeting.
v. Inspect anchor handling / towing equipment on the vessels.
vi. Inspect anchor mooring gears on the rig.
vii. Check communication systems.
viii. 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.
b. Running Anchors at the Old Location and Lowering Hull
After completion of drilling and back-loading activities, anchors are
recommended to 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. Jacking of rig
should cease while passing/connecting tow wire or anchor handling.
c. 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 up to ensure that they areholding thereafter all wires shall be slackened off. Connect up the
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towline to the tug and keep it slack. It is preferable that the tow wire to be
transferred to the lead tug when the rig is at about 10 feet air gap.
d. Lowering Hull
Once the rig is secured the hull will be lowered if sea condition
permitting. 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 minimum to submerge the sub bottom
tanks (about 6 feet draft), a physical watertight integrity check shall be
carried out.
e. 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. In
the deeper penetration location, jetting while pulling legs shall be carried
out. Once the leg is free, the leg usually not retrieved completely until all
the legs are free.
Prior to jack the legs/spud cans clear of sea bed, all anchors are tensioned,
tow tug to be on minimal power and ready to receive instruction from rig
mover.
Time taken to free the legs may be almost immediate or may take a few
days depending on the penetration.
It is prudent to make a final check on the wind and current to determine the
resultant direction in which the rig may lie as the last leg is coming free.
f. 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 anchorwires alone will pull the rig clear.
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In pipeline congested areas the anchor pattern may be such that the rig
maintains its position as the legs are being retrieved.
g. Anchor Recovery
When the rig is well 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:
i. After having decided on which anchor to recover last, slack on the
others to check the rig behaviour.
ii. Recover the anchors that no longer hold the rig.
iii. Avoid placing the rig immediately upstream of the jacket.
iv. Avoid running the rig over the anchor wires.
v. Keep anchor handling vessel away from the tug to avoid fouling
and collision.
vi. The critical stage is in 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.
vii. 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).
h. Alternative method to Departure from existing location (Platform)
i) A primary towing vessel shall be connected to the tow bridal
ii) Additional tow to be connected to the secondary towing wire
5.4.2 Tender Assisted Rig / Barge
a. Preparing for Departure from Old Location
The rig personnel shall ensure that towing, mooring and anchorhandling 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:
i. Evaluate the immediate and forecasted weather condition.
ii. Ascertain that all Marine crafts are on location.
iii. Call a meeting with all the personnel involved in the move.
iv. The final procedure for the forthcoming operations shall be
discussed and agreed upon at this meeting.v. Inspect anchor handling/towing equipment on the vessels.
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vi. Inspect anchor mooring gears on the tender.
vii. Check communication systems.
b. Recovery of anchors Leaving Present Location
Recovery of anchors shall commence as soon as rigging down is
completed. Again suitability of weather conditions should be assessed.
If there are anchor wires under the bridge, then these anchors should be
recovered first with the tender just clear of the platform.
Move the tender well clear from the platform and commence anchor
recovery.
In order to maintain continuous control of the tender there shall be a
proper anchor recovery sequence.
In deciding the anchor recovery sequence, consider the following:
i. 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.
ii. Recover the secondary anchors first.
iii. 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.
iv. With the secondary anchors recovered, the riding' anchor will be
clearly established.
v. Recover the anchors that no longer hold the tender.
vi. Connect up the towline when at least two anchors are still down.
vii. Avoid placing the tender immediately upstream of the jacket.
viii. Avoid running the tender over the anchor wires.
ix. Keep anchor handler/s and tug away from each other to avoid
fouling and collision.
x. The critical stage is in retrieving the last anchor especially if there
are obstructions downstream of the tender.
xi. In this situation the tug shall hold the tender upstream while the
last anchor is being retrieved.
5.4.3 Semi Submersible Rig
Semi submersible rig move preparation / precaution are almost similar with
the tender assisted rig move operation as describe earlier, additional points to
note are:
a. De ballasting
a. The rig shall be de-ballasted from the drilling draft to the transit
draft by emptying ballast tank and maintain about 1 degree oftrim by stern to aid in removing all water from these tanks.
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b. De-ballasting operation takes between 4 hours to 10 hours where
rigs draft will be reduced from 19.8 m (65 feet) to 7.62 m
(25 feet); the time taken varies between one rig to another.
c. Rig Manager will ensure during the entire operation the calculatedKG 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.
d. 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.
e. At the transit draft, racking of anchors to the anchor racks are
visible to the rig mover on deck.
f. The sitting of anchor racks is designed to locate near the water line
when the rig is afloat at her transit draft.
b. Recovery of Anchors Leaving Present Location
1. The anchor recovery sequence is dependent upon current, sea
and wind conditions. 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 .
5. In principle, a permanent chasing system is an arrangementwhereby a chaser is permanently fitted on each anchor wire.
c. Anchor Recovery Wire / Chain Chasing Procedure
To properly use a chaser, the anchor handling tug must have
sufficient power to strip the wire/chain and recover the anchor.
The tugs work wire length must be sufficient to care for the
prevailing water depth she is going to operate.
To retrieve an anchor that has already been set, the following
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procedure should be used:
1. Anchor handling tug steams close to the rig, connects chaser
assembly to her work wire.
2. 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 2times the water depth is being paid out.
3. Tension the anchor wire/chain up to 200-250 Kips to assist in stripping
the wire/chain.
4. Anchor handling tugs master ascertains when the chaser has been
seated onto the shank of the anchor. Inform the rig before
proceeding to breaking out of anchor.
5. 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 breakout.
6. After break out the anchor wire/chain is retrieved with the rigs
windlass until the anchor is racked.
7. Return the chaser and the pennant wire back to the rig.
One problem associated with permanent chasers arises when the
ground cable of a mooring leg becomes deeply buried.
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.
Repeat the chasing once again. If the pennant wire for the
permanent chasing system parted, then recourse must be made to the
use of the Shepherds Crook (J Chaser) which every Semi Submersible rig
possess.
Tow line should be connected when the rig left with the last two
anchors. Once the last anchor is clear from the bottom the tug
will tow the rig at slow speed until the last anchor is racked.
On arriving at new location anchors are deployed as per approved
plan.
5.5 RIG / BARGE 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
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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 exceedthose shown on the rigs critical motion curve. In the event these
limits are approached, the tow course and/or speed must be altered as
necessary to keep the units 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.
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 meters 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-up 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
5.6 ARRIVING NEW LOCATION AND MAKING APPROACH
5.6.1 Arrival
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1. On arriving off the new location, the tug will shorten her
towline, reduce her speed and commence to align her for
the final approach.
2. Approach to the stand
off location near the platform forthe commencement of mooring operations shall not be made
until:
3. Permission has been received to enter the 500 meter safety
zone from the platform OIM.
4. The Manager and the Operators Company Representative
have granted their permission.
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.
5.6.2 Jack up Rig
1. The rig shall establish a standoff 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 Movers requirements, such that
he may hold the rig steady at the standoff 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.
4. Once the required position has been achieved at the standoff
location, the hull will be jacked to a minimal draft/air gap and
towing vessels redeployed/reconfigured as directed by the Rig
Mover to facilitate running of the units anchors.
a. Running Anchors at New Location
1. At the new location it is a standard practice to use anchors
for positioning the rig in open location and end-on to jackets.
The rig mover may choose to hold the rig in position by using
three tugs in open location as long as the BMS equipment on
board the tug and slave equipment on the tug & anchor
handlers.
2. Prior to any anchor handling operations the Rig Mover
and PETRONAS Marine Controller will hold a pretask
meeting to outline the proposed operation and coverany unusual aspects of the job including hazards that may
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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 have ensured that the winches,
spoolers and fairleads have been properly lubricated per
manufacturers 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.
8. Winch operators will ensure that a hand held radio with spare
battery is available at all times during anchor running /
positioning operations.
b. 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
familiarize themselves with the locations of these lines
and structures prior to engaging in operations.
3. To avoid incident during this phase of operations, all anchorswill 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 standoff location to
the positions as per approved anchor pattern.
6. As each anchor is set, the anchor wire must be tensionedto winch near stall in order to prove that the anchor is
holding. If the anchor drags, it should be recovered and
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redeploy.
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 refloating the hull.
c. Moving the Rig with Anchor
1. The hull will be lowered to 2.44 - 3.05 m (8 10 feet) draft
and watertight integrity 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 off 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 Marine Controller.
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.
d. 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. In anticipated
punch through location, preloading may be carried out in
water/draft to prevent extreme punch through.
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.
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e. 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.
4. On recovering of all anchors, the Rig mover releases the
vessels marking the end of his role in the rig move.
5.6.3 Tender Assisted Rig
a. Arriving New Location
1. On arriving off the new location, the tug will shorten her
towline, reduce her speed and commence to align her 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 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 describe in
5.6.2.a and b.
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 riggingup, the tender shall move to the drilling
position.
11. A standard sequence is as follows:
o Pull the tender clear from the platform.
o Move the tender using anchors only.
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5.6.4 Semi Submersible Rig
Arriving preparation / precaution are similar to the jack-up rig in relations to
running and dropping anchor as described in 5.6.2.a and b. Additional point
to note is:
a. 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 m (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.
6. On completion of ballasting, the duties of the Rig mover
are deemed to be completed. Anchor handlers vessel shall
be released.
5.6.5 Barge
The approved methods for the execution of various barge move are almostsimilar 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.
5.7 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.
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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.
5.7.1 Two point Mooring
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.
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 m (100 feet) away from the structure, the
vessel is brought up to her anchors to ensure that both anchors are
holding.
(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.
5.7.2 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.
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c) Consistent heavy weather is expected.
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.
(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.
5.8 DRILL SHIP OPERATIONS
i) Drill ship is vessel that has been fitted with drilling equipment. It is normally use
to explore for oil and gas in deep water. The greatest advantages of this
modern drill ships have are their ability to drill in water depth of more than 2500
meters and save time moving from one location to another.
ii) Modern drill ship was equipped with own propulsion and thruster system together
with advanced dynamic positioning system that make it totally independent
without having to rely on towing vessel for moving to another location and
for the deployment of mooring system to stay at an location.
6.0 TOWING ARRANGEMENT AND OPERATION
6.1 TOWING ARRANGEMENTS
6.1.1 Towing Arrangement on Rigs and Barges
Towing arrangement on rigs and barges shall comply with the general requirements
and Marine Warranty Surveyor (MWS) requirements.
A typical towing arrangement shall consist of followings:
i. Two towing SMIT type brackets, one on each side on the bow. This type of bracket
allows for a quick release in an emergencyii. 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.
iii. The chain bridle meets at a triangular plate (Monkey face). The angle between the
legs shall not exceed 60 degrees.
iv. 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 m or 75 feet in length.
v. 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.
The completed assembly shall be inspected and approved by PETRONAS appointedMarine Warranty Surveyors
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Figure 6.1 Towing Arrangement for rig / barges
6.1.2 Towing Arrangement on Tug
The typical towing line arrangement on the tug shall consist of, but not limited to:
i. A tow pennant of 23 meter 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.
ii. A towing wire of 915 meter 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.
iii. Tow bar, gob-line, towing pillar or other arrangement to keep the towline in
position and to prevent girding the tug.
iv. Suitable anti-chafe material to be fitted on sections of the wire where chafing
is likely to occur.
v. A complete spare set of the above equipment must be readily available on the
vessel.
Figure 6.2 Towing Arrangement for AHT/AHTS
6.2 EMERGENCY TOWING ARRANGEMENTS
SMITTYPE TOWING BRACKET
SMITTYPE FAIRLEAD
RECOVERY W RE
LEADING TO A WINCH
TOWINGPENNANT (75)
SAFETYSHACKLES
TRIANGULAR PLATE(MONKEY FACE)
45 TO 60
CHAIN BRIDLE
TRIANGULARPLATE TOW PENNANT(75)
SHACKLERECOVERYWIRE
MAIN TOW WIRE
CHAINBRIDLE
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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.
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.
6.3 TOWLINE CATENARY
1. Towline catenary varies with the length of the tow wire, tug horse
power/bollard pull, resistance of the tow, speed, and 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 minimize the shock loading imparted
on the towline. Adequate vertical clearance from the seabed must be
maintained to avoid damage to tow wire.
3. When the tug and the tow are influenced by wave action, considerably
higher inertia occurs. Magnitudes of such loads increase 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.
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
meter and 760 meter.
6.4 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 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
3. Before commencement of tow, all towing equipment and arrangement hasto be inspected by third party surveyor and towing certificate issued.
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6.5 INTER FIELD TOW
For inter-field/in field tows, the barge / rig shall be towed from a fix bridle
arrangement as described under Section 6;item 6.1.1 Towing Arrangement on Rigsand Barges..
6.6 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.
6.7 DURING TOW PASSAGE
1. The responsibility of the tow shall rest with the tug master at 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 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 t