ANCHOR HANDLING Introduction Mooring a rig is a critical operation in many respects: (i) the barge must be put on the exact location (ii) the potential for delay is great (iif) the operation is potentially dangerous (especially to Anchor handling vessel personnel) Thus the whole rove must be methodically planned and prepared in order to obtain maximum efficiency and safety. Planning Prior to a change of location, a meeting is usually arranged which ideally should be attended by Cperator's Representatives Contractor's Drilling Superintendent Senior Toolpusher Marine Superintendent Barge Master Workboat Master Survey Engineer The purpose of the meeting is to plan the move and discuss any problems which may arise. Where vessels are working regularly with one particular bacge, this may be unnecessary. The agenda for such a meeting should include the following: a) Location - Lat. Long. Decca coordinates (2) Water depth ~ length of anchor chain to be used (normally not less than 5 x water depth) (3) Type of bottom on location (4) Weather conditions on arrival 6) Weather conditions on passage, navigational problems (6) Approach course and barge reading whilst on location 7) Anchor pattern handling sequence, details of backup anchors and pennants (8) Location markers (if any) (9) Deck toading? Total cargo onboard - transit draft (10) TowageDESCHARGING CARGO AT RIG Supply vessels generally operate from a “Supply Base", a cargo terminal dedicated to the storage and trans- shipment of cargo to one or_a group of rigs exploring a certain specific area. This base will usually he as close as possible to the exploration area subject to adequate port facilities and internal road/rail/air communication links. However, as a mule the closer the supply base to the area of operations the more flexible is the supply function. The mmning costs of the supply vessel are generally considered small in comparison to the running the drilling unit. Henee, the supply leaves hase with a full cargo. It would not be unusu for a vessel to il with just one item of deck cargo vital to the operation of the drilling unit, although for the overall economy this is of arse undesirable As far as the bulk cargo is coneerned it is normal for the supply vessel to remain “topped up" with fuel and water at least, ready to supply the rig on demand. When the supply vessel arrives “on lsecation” at the rig she will he exnected to discharge and hack-load her im of the “toolpusher”. The Mast of the = vessel always has the final authority as to whether or not operations sill int to remember. t ure to keep the table platform the sea does not carga almost’ at the operating and from h look particularly intimi At. sea level however, the situation i The low freehnar f the supply vessel, although an ential feature in its design, does not offer the best protection to crew on deck, The supply vessel must be maneuvered within a few meters of the relatively delicate structure of the rig whilst pitching, heaving and rolling in the heavy seas. The maneuverability, reliability and general good design of the supply vessel together with the skill and determination of the crew means the difference between success and failure, quite different. There are tow methods of discharging cargo from the supply boat to the rig i) to “tieam" ii) to "snatch"Mooring to the Rig ‘The most common method of mooring to a rig is to “tie-up stern to". This operation is quite delicate, especially in adverse weather conditions. The supply vessel will be given instructions from the rig as to where to tie up, which direction to approach from and where it is possible to lay an anchor. This Jast information is important because it is quite easy to foul the cigs! own anchors. Q 5) 5) 6) The supply vessel lines up on “he required bearing just outside the rig anchore buoys and commences her cun in. At approximately 0.1 aaut. mis irom the rig (depending on wazer depth) the supply vessel wi!l drop one of her baw anchors. The windlass is ugerated ty cemete control from che bridge which dispenses with the need to have personnel standing by on the potentially dangerous lorecastle. This has the added advantage of mproving communication between the Master at the manouvering controls and the Mate at the windlass controls. Also, tnis ensures “har there are at least two persons on che bridge during the cun ia towards the rig. After drogoing tae anchor the supply vessel continues to run towards the rig at such a speed es (0 let the ancaor chain run out freely without piling chai up on tne sea bottom. As can be imagined, tnis process 1s quite hard on the chain and winalass. Tae joining shackles should therelore be inspected for wear every time the anchor is weighed. In recentiy delivered suppiy vessels high helcing power kedge anchors have been fitted using wice instead af chain. The wire can be paid out and heaved in much faster and with little wear. Hence this arrangemen: is ideal for deap water work. At a distance of two ar three ship lengths from the rig, depending on conditions of wind and current, the ships head is canted up into wind a few degrees and begins to reduce speed. Ata le over one ship Hength from the cig: 0 the brake is put on the winlass: ii) the dow thruster is used to force the head up inte che wind {thas couid require {ull power in some circumstances) iii} the windlass i3 put into ear ready for heaving iv) centro] is switched to the aft manouvering console VI The ater is ae errs abort Giwards tie ye As soon vis che Master sonsideres it safe the Mate can ieave the bridge and ge down to the slew 10 help the crew.