PETRONAS Carigali Moving and Anchor Handling Guideline PDF

WW ALL S 04 012
Rev. 0, April 2012
PETRONAS CARIGALI
TOWING, MOORING AND
ANCHOR HANDLING
GUIDELINE
PETRONAS CARIGALI
PETRONAS SDN BHD
CARIGALI SDN BHD
Towing, Mooring and Anchor Handling Guideline WW ALL S 04 012
Main Table of Content Rev. 0, April 2012
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
PETRONAS CARIGALI SDN BHD MAIN TABLE OF CONTENT

Page i
Preliminary Rev. 0, April 2012
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 ii
DISTRIBUTION LIST
Copy No. Title Location

01 President, PCSB and CEO PDP MD - KL
02 CEO PEX XD - KL
02
03 DGM DD - KL
02
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

Page iii
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.

Page iv
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.

Page v
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.

Page vi
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

Page vii
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

Page viii
Scope and Objectives Rev. 0, April 2012
SECTION 1
SCOPE AND OBJECTIVES
Contents
Paragraph Page No.

1 SCOPE AND OBJECTIVES 2
1.1 Scope 2
1.2 Objectives 2
PETRONAS CARIGALI SDN BHD SCOPE AND OBJECTIVES

Page 1
Scope and Objectives Rev. 0, April 2012
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.
PETRONAS CARIGALI SDN BHD SCOPE AND OBJECTIVES

Page 2
Personnel Responsibilities Rev. 0, April 2012
SECTION 2
PERSONNEL RESPONSIBILITIES
Contents
Paragraph Page No.

1 PERSONNEL RESPONSIBILITIES 2
PETRONAS Carigali Company Site Representative
1.1 2
(CSR)/Company Man
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
PETRONAS CARIGALI SDN BHD SECTION 2

Page 1
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.

Page 2
(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;

Page 3
(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).

Page 4
(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.

Page 5
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

Page 6
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;

Page 7
 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;

Page 8
(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;

Page 9
(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;

Page 10
(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.

Page 11
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.

Page 12
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.

Page 13
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

Page 1
_______________________________________________________________________________
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;

Page 2
_______________________________________________________________________________
(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.

Page 3
_______________________________________________________________________________
Figure 3.1: Deck Layout of Anchor Handling Tug

Page 4
_______________________________________________________________________________
Figure 3.2: Deck Layouts Large Anchor Handling Tug Supply Vessel

Page 5
_______________________________________________________________________________
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 2 x AHTS 12,000 BHP or equivalent to
- 8 chain/wire mooring lines 125 T bollard pull
- 130 metres water depth
- „Open‟ unobstructed location
2* Large semi submersible drilling unit 3 x AHTS 12,000 BHP or equivalent to

- 8 chain/wire mooring lines 125 T bollard pull
- Obstructed location – wellheads/pipelines
3 Large pipe lay barge 1 x AHTS 14,000 BHP or equivalent to
- 12 wire mooring lines 150 T bollard pull
- 155 metres water depth 1 x AHT 12,000 BHP or equivalent to
- Engaged in pipe laying 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 2 x AHT 9,000 BHP or equivalent to 110
- 12 wire mooring lines T bollard pull
- Mooring alongside platform
5 Small work barge 3 x AHT 7,500 BHP or equivalent to 90
- 8/10 wire mooring lines T bollard pull
- Engaged in trenching/jetting
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

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Rig/Barge Move Rev. 0, April 2012
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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

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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;

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(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.);

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(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.

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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;

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(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

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(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.

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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;

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(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;

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(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;

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(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.

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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;

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(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;

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(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
5.5 to 7.0 knots
bows
Barges with square hull 2.5 to 4.5 knots
Table 4.1: Towing Average Speeds

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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.

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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;

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(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

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(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;

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(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);

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(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;

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(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;

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(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.

Page 22
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

Page 1
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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.

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„SMIT‟ TYPE TOWING BRACKET
„SMIT‟ TYPE FAIRLEAD
RECOVERY WIRE LEADING TO A

WINCH
TOWING PENNANT (75‟)
45º TO 60º)
SAFETY
SHACKLES
TRIANGULAR PLATE
(MONKEY FACE)
CHAIN BRIDLE
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.

Page 3
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MAIN TOW WIRE
TRIANGULAR TOW PENNANT

PLATE (75‟)
SHACKLE
RECOVERY WIRE
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;

Page 4
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(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.

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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.

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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.

Page 7
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

Page 1
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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

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(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

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(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.

Page 4
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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.

Page 5
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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

Page 6
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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;

Page 7
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(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

Page 8
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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

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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.
SPRING BUOY
SHACKLE
PENNANT WIRE
SHACKLE
ANCHOR WIRE HEAVY DUTY SLING
TO ANCHOR TO BARGE
NOT LESS THAN 5 M
PIPELINE
Figure 6.4 Spring Buoy

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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

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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

Page 12
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

Page 1
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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;

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(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

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(11) Contingency Plan/Emergency Pull Out due to.
(a) Adverse Weather; and
(b) Emergency situation on platform

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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

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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

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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.

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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

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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.

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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

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(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.

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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.
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

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(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;

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(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.

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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

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(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.

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Figure 8.8: Decking of Anchor
1.9 Casting of 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.

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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.

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(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;

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(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.

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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;

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(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.

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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.

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Figure 8.12: Preparation for Running Anchor (PCC System)

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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

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(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

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(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.
1 2
3 4
Figure 8.15: Retrieving Anchor (PCC System)

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Safe Winch Operations Rev. 0, April 2012
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SECTION 9
SAFE WINCH OPERATIONS
Contents
Paragraph Page No.

1 SAFE WINCH OPERATIONS 2
1.1 Safe Winch Operations 2

Page 1
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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;

Page 2
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(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.

Page 3
Appendices Rev. 0, April 2012
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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
PETRONAS CARIGALI SDN BHD APPENDIX 1

Page A1-1
Appendix 1 Rev. 0, April 2012
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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.

Page A1-1
Appendix 2 Rev. 0 Apr 2010
_______________________________________________________________________________________________________________________________
APPENDIX 2
MARINE MOPO
Marine Matrix of Permitted Operation (MOPO)

Page A2-1
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APPENDIX 3
BEAUFORT SCALE
Beaufort Knots Mph Description Effect at sea Effect on land

Scale
0 0 0 Calm Sea like a mirror Smoke rises vertically

1 1-3 1-3 Light air Ripples but no foam Smoke drifts in wind
crest
2 4-6 4-7 Light breeze Small wavelets Leaves rustle, wind
felt on face
3 7-10 8-12 Gentle Large wavelets, crest Small twig in constant
breeze not breaking motion, light flags
extended
4 11-16 13-18 Moderate Numerous whitecaps, Dust, leaves and
wind Waves 1-4ft high loose paper rose.
Small branches move
5 17-21 19-24 Fresh wind Many whitecaps, some Small trees sway
spray, waves 4-8ft high
6 22-27 25-31 Strong wind Whitecaps everywhere, Large branches
large waves 8-13 ft move, difficult to use
umbrellas
7 28-33 32-38 Very strong White foam from waves Whole trees in motion
wind is blown in streaks,
waves 13-20 ft high
8 34-40 39-46 Gale Edges of wave crest Twigs break off trees,
break into spindrift Difficult to walk
9 41-47 47-54 Severe gale High waves, sea begins Chimney pots and
to roll spray reduce slates removed
visibility, 20ft waves
10 48-55 55-63 Storm Very high waves 20-30 Trees uprooted
ft, blowing foam gives Structural damage
sea white appearance
11 56-63 64-72 Severe storm Exceptionally high Widespread damage
waves, 30-45 ft high
12 63 73 Hurricane Air filled with foam, Widespread damage,
visibility reduced, white rare
sea, waves over 45 ft
high

Page A3-1
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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:

Page A4-1
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Page A4-2
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Page A4-3
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Page A4-4
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Page A4-5
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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

Page A5-1

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WW ALL S 04 012

Rev. 0, April 2012

TOWING, MOORING AND ANCHOR HANDLING GUIDELINE

Main Table of Contents

Section 1 Scope and Objectives

Appendices Appendix 1 Glossary

PETRONAS CARIGALI SDN BHD MAIN TABLE OF CONTENT

Authority for Rev. 0 Issue

Issue of this document has been formally approved by:

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

PETRONAS CARIGALI SDN BHD PRELIMINARY

Copy No. Title Location

PETRONAS CARIGALI SDN BHD PRELIMINARY

Note to All Copy Holders:

PETRONAS CARIGALI SDN BHD PRELIMINARY

Rev Description Date Approver Title Signature

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

(2) For description of amendment the Document Holders should indicate

PETRONAS CARIGALI SDN BHD PRELIMINARY

PETRONAS Carigali Towing, Mooring and Anchor

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

(9) Safe Winch Operations.

Overseas Operations and Joint Venture partners are

PETRONAS CARIGALI SDN BHD PRELIMINARY

ABBREVIATIONS AND ACRONYMS

AHT Anchor Handling Tug

AHTS Anchor Handling Tug Supply vessel

BMS Barge Management System

CSR Company Site Representative

DGPS Differential Global Positioning System

OIM Offshore Installation Manager

PETRONAS CARIGALI SDN BHD PRELIMINARY

Doc. No. Title

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

PTS 60.0110 Logistic

PETRONAS CARIGALI SDN BHD PRELIMINARY

SCOPE AND OBJECTIVES

Paragraph Page No.

PETRONAS CARIGALI SDN BHD SCOPE AND OBJECTIVES

1 SCOPE AND OBJECTIVES

For international operation, these requirements to be

This guideline covers the operation of marine floaters, rigs,

(1) To ensure safety of personnel involved in moving,

(2) To prevent damage to environment, pipelines, sub-

(3) To identify the responsibilities of all relevant parties

(4) To stipulate guideline on the requirement of towing,

PETRONAS CARIGALI SDN BHD SCOPE AND OBJECTIVES

Paragraph Page No.

PETRONAS CARIGALI SDN BHD SECTION 2

The following describes the responsibilities of key

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

(1) Is the designated PETRONAS Carigali representative