ANCHOR HANDLING TUG OPERATIONSANCHOR HANDLING TUG OPERATIONS A practical guide to the operation of modern anchor handling tugs engaged in anchor handling and towing operations I.C. Clark and M. Hancox The ABR Company Limitedtents Scope and purpose of the book vi Abbreviations used in the text vii Seeter 1 AHTS power, thrusters, propulsion and steering 9 ‘pepter2 The environmental forces acting on an AHTS vessel 23 pepter2 Controlling an AHTS vessel's thrusters and rudders 59 popter 4 The effect of a tow on AHTS vessel stability 89 Cheeter5 Case studies 123 Appendix to Part 1 - Possible improvements to AHTS vessel safety 159 OT ‘Seper1 Introduction 163 ‘Seeer2 Basic operational cautions - summary from Part1 166 ‘Deeter3 Summary of the key points of Part 2 167 ‘Geeter 4 The behaviour of AHTS class vessels when going astern 174 ‘hepterS Bollard pull certification 177 ‘Geet Turning and manoeuvring modern anchor handling vessels 178 ‘Seeer7 The AHTS design and towing operations 193 ‘Deeeer8 The dangers of very high loads during deep water anchor handling operations 198 ‘Seser2 The dangers of high speed manoeuvring during lay barge operations 202 Deets 10 Some operational characteristics of modern high powered AHTS type vessels 207 ‘Gee 17 Anchor handling loads - basic data required and how to use it 210 Sexe 12 Calculating anchor handling loads 214 ‘See 13 Guidelines on when to start, cease and re-evaluate the safety of an anchor handling operation 226 eee 14 Two boat anchor deployment/recovery operations - management of risk 230 ‘eee 15 ‘Load sharing’ mooring operations - particular risks 234 Chester 16 The responsibilities of personnel in charge of anchor handling and towing operations 240 ‘See 17 Instructions to towmasters and rig movers 242 ‘See 18 Ship knowledge and practical ship handling exercises. 243 ‘Dest 19 Offshore construction operations 247 SSS as Aepend= 1? Rig move meeting proforma 257 Sepentu2 Reference documents 259 Seeentu 3 Tugmaster Training - A view by Captain Terry Phillips 268 Aeperdx4 Further reading 270The aim of this book is to give an insight into the of Anchor Handling Tug Supply vessels when anchor handling and towing operations. It is aimed at the masters and officers who operate these vessels and at towmasters, rig movers, barge masters, tower foremen and shore-based personnel who utilise these vessels in their anchor handling and towing roles. It further endeavours to show, in practical and simple terms, the theoretical knowledge, methods and techniques that can be used to avoid placing these vessels at unnecessary risk when carrying out what, at first sight, appear to be normal operations. ‘Two recent examples of accidents, resulting in the total loss of AHS class vessels and their crews, are used to illustrate what can happen and why it can happen ~ Steyns Power and Bourbon Dolphin. It must always be appreciated that AHS vessels are a design compromise and itis this which may lead to over confidence in the ability of a particular vessel to carry out a given towing or anchor handling function, ‘As the older generation of offshore support vessels is replaced by new tonnage and an older generation of officers and offshore personnel retire, the transfer of experience between generations has not taken place to the extent where all the hard lessons and skills, gained by this older generation, have been fully passed on. ‘The newer generation of vessels are often of impressive power and specification, but there are dangers inherent in these characteristics which may not always be appreciated by those operating and using them, ‘The equipment specification of many modern vessels is such that many officers have little time to fully understand the capabilities and limitations of the vessel they are assigned too. Even after serving for some time, there may be gaps in their knowledge which this book hopes to fill and also enable these officers to look more deeply into the equipment they may be using every day. The reaction by the offshore industry to the loss of AHTS Bourbon Dolphin has been inconsistent, with new rules and procedures recommended by some parties and, administrations, but resisted or only partly acted upon by others. ‘There is also an attitude to these accidents which treats them as ‘unique’ events and therefore they do not hold any particular lessons for the offshore fleet and its personnel. ‘We do not agree with such an attitude, Note 1 It is assumed that readers have sufficient knowledge of ship stability to understand the terminology and basic principles of the subject. Note 2 It is assumed that readers have a working knowledge of the methodologies of anchor handling and towing and are familiar with equipment and vessel type concerned. ‘Note 3 This book does not deal with the cargo carying or supply function of vessels classed Anchor Handling Tug Supply vessels. Refer to the Appendix for publications dealing with this aspect of their work, LC Clark and M.HancoxASF Anchor Handling Tug A vessel designed for towing zed anchor handling work only, specifically in the offshore oilfield. ABTS Anchor Handling Tug Supply Vessel A vessel Sesigned to support operations in the offshore eiiield, able to perform towing, anchor handling, scariage of deck cargo and under-deck bulk liquid and powered cargoes. Additional capabilities may include See fighting, rescue and the capability to support ROV ‘er other specialist operations. In general, very much lmger than a pure AHT. ‘Aechor pennant The primary pennant wire connected to se anchor, usually supplied by the vessel to which the anchor belongs. Sexe A shorthand term covering both semi-submersible and displacement vessels such as drilling rigs, onstruction vessels, pipelaying and other specialist ‘olifield units which rely for their positioning and ‘cation keeping on spread mooring systems, SSeS Barge Management System. An electronic position- Seg stem for deploying and recovering mooring lines Usually based on satellite derived positioning data and ranged so that the master station is on the barge/rig ‘with slave stations on the anchor handling vessels. SP Sollard pull, the power output of the main propuls fon system of an AHT/AHTS. Beat A shorthand term used to describe an AHT/AHTS ype vessel DP Dynamic positioning, An electronic control system Sor positioning and manoeuvring the vessel Driver (boat) A shorthand term describing the person actually manoeuvring the AHT, ‘Gypsy (wildcat) The device used to deploy and recover chain on a winch. Usually a cast steel wheel nominally sized to grip the links of chain as it passes over it. In most installations on AHT/AH'IS class boats, the ‘expsies are connected directly to the shaft of the work ‘Geum of a multi-drum winch and thus, when using the chain handling gypsy, the work drum cannot be used for handling the work wire. Guide pin(s) The retractable steel posts located at the stem of an AHT/AHTS to guide and control the movement of wires and chains passing over the stern. Joystick control A method of manoeuvring a vessel using 2 single lever to operate the main propellers, side thrusters and rudders. Manual control mode In the contest of this book the term refers to manoeuvring the vessel by means of physically operating the levers or other manual controls for propulsion and steering systems breviations used in the text MOU/MODU Mobile offshore unit/Mobile offshore drilling unit, A specialised floating vessel designed for ‘operations in the offshore oilfields. The functions of such vessels include drilling, production, pipe-laying, heavy lift or construction, NWEA North West European Area Operations guidelines ‘The offshore oil industry code of marine operations. Applicable to the sea areas covering all the North Sea, Eastern Atlantic and Norwegian Sea. Within this area, marine operations in the offshore oilfields are subject to an agreed set of guidelines which cover supply, anchor handling, rig moving etc. Their purpose is to set uniform minimum standards and practice which should apply throughout the areas covered. The guidelines do not prevent coastal states or other entities requiring more stringent rules within their laimed ‘zone of economic interest. Pulling anchors The operation of recovering the anchors of a vessel rig/barge), Offshore Installation Manager A term used to describe the individual in overall charge of the safety, health and welfare of a vessel which is not a ship, for ‘example a MOL/MODU or other specialised oilfield craft. He has the same level of responsibility as a conventional ship's master with the additional duty to oversee the safety, health and welfare of the vessels and crews of all the craft assisting the operations of his vessel Rig A shorthand term describing a mobile offshore drilling vessel, either semi-submersible or full dis- placement type. Usually relying on a spread mooring system for positioning and station keeping. Running anchors The operation of deploying the anchor system of a vessel (MOU/MODU). Run line The pre-planned bearing and distance for a mooring line of a spread mooring system. Shark jaw The mechanical (hydraulic) stopper system for the control of wires or chains on the stern of the anchor handling vessel. ‘Tower foreman (anchor foreman) ‘The individual, particularly on a pipelaying barge or construction barge, who is responsible for directing the anchor handling operations, ‘Towmaster The individual with overall responsibility for conducting the anchor handling and towing ‘operations of a drilling rig, Towmastets may also be encountered on complex multi-tug towing/position- ing/mooring operations offshore. In_pipelaying operations the tower foreman will also direct the towing operations of the barge. In some offshore[HUME Abbreviations used in the text oilfields the drilling rig/construction barge engineer or barge master may also take on the role of towmaster. Work winch A term used to describe one of the winch Load cell \¢—— > 100m ———> The towline should be clear of the quay The test should be carried out clear of any navigational hazard or underwater obstacle within a radius of 300 metres from the tug. A tow line length of less than 300 metres can be accepted, provided that it is at least twice the vessel's waterline length, though this should be noted as it may adversely affect the test results. A minimum water depth of less than 20 metres can be accepted, provided that it is at least twice the vessel's draft, though this should be noted as it may adversely affect the test results Wind and current conditions during the test The sea should be calm with no swell waves, the wind from any direction should be less than 10 knots from any direction and the current should be less than 1 knot from any direction Test equipment Al fittings and connections used for the test should have safe working loads that are at least 10% greater than the vessel's designed maximum static bollard pull. The load cell should be accurate to Within + 2% for the ambient temperature of the test and have a valid calibration certificate not more than six months old at the time of the test: Communications ‘There must be adequate communications between the vessel and the load cell measuring station. The vessel The vessel should be using its normal fuel and propellers and loaded at a draft and trim as near as possible to its normal operating condition. The test should be conducted with the power source running at 100% of its maker's recommended maximum sustained power rating, whilst all auxiliary equipment that is normally run from the main power source should be in use during the test. The measurements ‘An autographic instrument that continuously records the tow line tension should be fitted to the load cell, but if this is not available, then the load cell measurements should be manually recorded at intervals not exceeding 30 seconds. Bollard pull definitions Sustained bollard pull - This is the mean measurements taken over the 10 minute trial. Maximum bollard pull - This is the mean highest of the highest measurements taken over a 30 second period within the 10 minute trail.AHTS vessel specification data often only quotes the ballard pull measured with the towline leading directly astern and with no load on the vessel's shaft generators, s0 all the main engine power is used to produce ahead thrust. Furthermore, the maximum power the main Giesel engines can produce is limited by their exhaust temperatures, which in turn, is determined by how effective the sea water cooling is. Consequently, the maximum bollard pull measured in a cold climate will be greater by up to about 10% than if the trial took place under tropical conditions. Rig move plans include the calculated tensions on the rig's mooring catenary for various critical stages of deploying the anchors and moorings, in which they refer to the horizontal component of the catenary’s tension as the required bollard pull. This is misleading, especially in deepwater operations when a tug may be working close to its limits, as the planners’ bollard pull is only the same as that in the vessel's specifications when the operating conditions are similar to those of the bollard pull trials and the tow is leading dead astern with rudders amidships and there is no electrical load ‘on the shaft generators. Diesel engines are the ultimate source of all the power used on AHTS vessels but, as they are built to a very compact design in which space is at a premium, the ‘maximum engine power is not enough to run all the thrusters at full power whilst simultaneously delivering, the maximum bollard pull and supplying all the electric loads (such as ancillary pumps, cold storage refrigeration, sewage system, air conditioning, heating lighting, engine room and bridge monitoring equipment and the communication equipment) that are essential for the tug to function. Operations also often use the ‘winches, deck crane, ballast pumps and cargo pumps, all of which place heavy additional demands on the electrical supply. Power management is a control system. designed to utilise the vessel's generating capacity to the best effect for any particular situation by allocating electrical power loads to the generators in a way that most suits the situation’s requirements. AHTS vessel power management systems typically allow at least two options on how the electrical loads are allocated to the ship's generators 1. Protect maximum bollard pull ~ Maximum bollard pull can only be ensured by putting no load on the shaft generators completely, so all electric power is supplied by the auxiliary generators when the maximum thrust is demanded from the main propellers. 2. Protect maximum electric power ~ ‘The maximum thrust of the main propellers is restricted by one of the ways shown on page 60 to allow the shaft generators to satisfy whatever electric power is demanded from them up to their full capacity. As the generator load. increases, so the maximum pitch available to the main propellers is reduced, which limits the maximum available bollard pull to as ttle as ‘about 65% of full value when the shaft generators are under maximum load. ‘The power management option can only be selected with the engines under low loads, as each option configures the electrical loads and the generators differently, but it would be normal for the auxiliary generators to supply base loads such as hotel services, pumps, steering gear, machinery and bridge monitoring systems etc, when the tug is manoeuvring, An example of a system is shown on pages 151-2. Power management systems can be flexible and complex, but there is a limit to the power available, so the system is designed to prevent demands exceeding this. Protecting maximum bollard pull reduces. the power available to the bow thrusters, which may mean losing control of the tug's heading and so causing it to drift off track when towing a heavy load in marginal conditions. Some tugs are all diesel electric with the main propulsion driven by electric motors as well as the auxiliary thrusters. ‘These power management systems normally nominate a standby generator to auto- ‘matically start when the demand exceeds the capacity of the generators on line and to shut down when the demand falls back. However, this can be unsuitable for a highly variable demand, such as can be caused by thruster use, as the standby generator may not be able to keep up with the rapid sequence of starts and stops. Ship's bridge officers must understand the system on their own tug and know the limits of the power available to any particular situation that the tug is operating in.Chapter 1 - AHTS power, thrusters, propulsion and steering (5000) ‘Tunnel thrusters consist of an impeller pumping a jet of water from one side of the hull to the other but. if the ‘waters ejected into water flowing along the hull, then the jet partially attaches itself to the water flow and so some Jateral thrust is lost. This is known as the ‘Coanda effect” and it increases with the ship's speed through the water, so the thnuster's effective power diminishes as the vessel moves faster ahead (or astern), or is holding its position against an increasing current on the bow. At speeds up to about one knot, the loss of effective maximum thrust is negligible, but at 3 knots nearly half the thrust can be lost. (Tunnel thrusters behave in the opposite way to rudders, which are relatively ineffective at low water flow rates but improve as water flow speeds up.) Vessel stopped ‘ep Jetdiameter ‘ The thruster jet is ejected into still water along the ship’s side so there is full thrust. The loss of lateral thrust with increasing vessel speed through the water depends on the lateral speed of the water in the thruster's jet, relative to the speed of the water flowing along the hull Jet thrust = jet pressure x impeller disk area So, impeller jet thrust ‘Tj 2 (w) Vi = kN zi Hence, the jet speed ‘Vj’ = 5 m/s p(w) = thruster diameter (m) & ‘p(w)' = 1.025 t/nr? So, ifa thruster 1.44 m in diameter delivers 8t of thrust when a ship is stopped in the water, then Thrust in kiloNewtons = 8 x 9.01 = 78.5 kN ayy. 2. | 85. So, jet speed ‘Vi’ = 74g \| nt.o25 = 6:86 m/s The Coanda effect on a tunnel thruster of the ship moving ahead Estimating the loss of thrust due to the Coanda effect The Coanda effect is influenced by the shape of the hull, particularly downstream of the the thruster, so it is a complex phenomenon. However, research carried out by Chislett & Bjorheden in 1966 yielded the following approximate graph for estimating the loss of thrust. So, jet speed in knots = 1.945 Vj =|13.3 knots So, if the ship's speed through the water is 3 knots, then the thruster loses about 40% of thrust. Vessel moving ahead It Ship's speed ‘Ws’ The jet attaches to the flow along the hull so thrust decreases with increasing ship's speed. 20% 60% 40% Percentage loss of thrust 100% 80% 0 04 os 12 16 Ship's speed / thrust jet speedSe — (REY Pare 1 - THEORY . ‘Auniliary thrusters and the Coanda effect (continued) The provision of auxiliary thrusters shown on pages 10 and 12, whilst common, is not universal and many AHTS vessels are built with stem tunnel thrusters and retractable azimuth bow thrusters. The loss of thrust caused by the Coanda effect depends on the thrusters location along the hull when the vessel is holding position or even moving slowly against a heavy tow by using a high level of ahead thrust. The water drawn into the main propellers flows considerably faster past the stern than at the bow, so the thrusters at the bow are less affected by the Coanda effect than a thruster mounted at the stern just forward of the main propellers. “The stern thrusters are not far enough below the hull to be totally clear of the water flowing into the main propellers and so they are only really effective in situations that do not demand a high ahead or astemn thrust. However, a few AHTS vessels are built with azimuth thrusters at the stem as the main propulsion system, instead of the usual twin screw, wvin rudder arrangement shown below, and these can be effective at high levels of thrust, Y The Coanda effect and thruster location when holding station against a heavy tow ‘thrust TIN Stern thrusters Tunnel stern thrusters are often mounted in a box-shaped skeg that projects below the keel so the thrusters are sited beneath the centre of the flow of water into the main propellers. If the vessel is stopped in the water but thrusting ahead against a heavy load on the tow line, then most of the water passing through the propellers is circulated around the aft part of the hull and so the bow thrusters are not greatly affected by the Coanda effect. Retractable azimuth bow thrusters The azimuth thruster swings down well below the main flow of water along the hull when the vessel is moving ahead through the water. Stern thrusters installed in a box-shaped skeg The thrust from the azimuth bow thruster is usually included in the maximum bollard pull| Chapter 1 - AHTS power, thrusters, propulsion and steering U7 A ship's rudder is foil-shaped to produce a lateral force from an air stream, so the lateral force on the rudder is = Ahead thrust RH. screw LH. screw astern thrust ahead thrust The rudders are split and turned inboard, whilst the screw on the inside of the turn is put full astern and the outboard propeller is set at the same power ahead astern. The turning moment created by the distance ‘y’ between the two propellers acts to move the stern to starboard and so assists the relatively poor starboard component of the starboard propeller's ahead thrust. The propellers are inward turning for the transverse thrust created by the inside screw going astern to assist the turn. 2- An AHTS vessel turning to port with Kort nozzle cp propellers and high lift rudders Rudders are split: the port rudder is turned outboard whilst the starboard rudder remains amidships ¢ > = Ahead thrust Ce < = Astern thrust + LH.screw RH. screw = Port bow thrust ahead thrust astern thrust The high lift rudders are split, but only the rudder on the inside of the turn is turned outboard with its propeller thrusting ahead to avoid directing the propeller wash at full power across the ship’s stern where it can interfere with the other propeller and rudder. The other rudder is left amidships with its propeller thrusting astern to counter the small ahead component of the inside screw’s thrust. The turning moment due to the separation ‘y’ between the screws now acts against the stern moving to starboard, but its effect is small due to low ahead and astern components of the propellers’ thrust. The ship may be built with outward turning propellers to take advantage of any transverse thrust, created by the outside screw going astern, but this effect is much reduced by the Kort nozzles.Chapter 1 - AHTS power, thrusters, propulsion and steering EAN High life rudders compared to conventional rudders (continued) The bottom diagram on the previous page shows one drawback of lap rudders on twin screw tugs, as the near 90° deflection of the screw wash cannot be used to advantage when a flap rudder is tured inboard. It may be that large conventional spade rudders perform as well or even better in the turning short round manoeuvre, though a flap rudder can generate almost completely lateral thrust without producing significant ahead thrust, which can be an advantage when moving, the vessel sideways. The ‘turning short round’ manoeuvre is possible to carry out without the use of the bow thrusters, albeit more slowly, and the procedure in the top diagram is taught as a method of tuming a twin screw ship with a single centreline rudder (though you really do need very calm conditions and a lot a patience to achieve this on such a ship, particularly if the ship's beam is relatively small compared to its Iength). High lift rudders can only direct about 50% of a main propeller’s full thrust when the rudders are hard ‘over and diverting the thrust through nearly 90°. They also create a fast rate of yaw at relatively small rudder angles, which can make manually steering a vessel fitted with them difficult when it is moving at speed. Steering a ship around a way point onto a new course requites the vessel to follow a curved path, whilst the rate of yaw must match the rate at which the ship bodily moves along the curve of the altered course and. a very sensitive helm can easily cause an inexperienced helmsman to over steer, which can lead to the ship swinging increasingly erratically about the required heading, Of course, nearly all ships are steered by auto pilot most of the time and a ship's steering characteristics are determined by other factors as well, such as the hull’s underwater shape and its fore and aft trim, but conventional rudders are likely to keep a steady course with less helm actions than high lift ones. Excessive rudder movements increase a ship's, fuel consumption and so high lift rudders are not normally fitted to cargo carrying vessels that spend most of their time making long ocean passages at full speed. A few AHTS vessels, such as the Bourbon Liberty 200 class of tug, are built with the main propulsion provided by three ‘2’ drive thrusters at the stern and no rudders. The two outboard units are azimuth thrusters that are used to steer the vessels whilst the third thruster is fixed and mounted in the centre of the stern ‘These vessels are all diesel electric. The angle through which the outboard azimuth thrusters can rotate inboard will be restricted so that they cannot direct their propeller wash onto the fixed propeller on the centreline or the skeg. Lees Outboard azimuth thi A triple screw AHTS vessel with azimuth thrusters for steering Fixed centreline thruster steering (port & starboard) ruster for The three stern thrusters provide the main propulsion thrust and are driven by 'Z’ drives connected to electric motors sited internally in the hull, Steering is achieved by rotating the outboard azimuth thrusters whilst the centreline thruster is fixed. The thrusters are tilted to direct the propeller wash slightly upwards and so follow the contour of the hull when thrusting ahead.(BBY Part 1 - THEORY Bait Fig Gal sign IMO Neo, Classifeation DIMENSIONS Length, overal Length Breasts, movie: Depth main deck Maximum drat ids ar Net: capacrties Descweight (rasioury Clear Deck ares Deck Cargo: Fue Potable Water Balt Water! Dri Water Brine/DMA/ Ghycl/Liquid Mud Liquid Mud Buk Ship's Stores: MACHINERY Main Engines: Propulsion: Bow Thruster: Stern Thrusters: Shaft Generator Ausillary Generators GENERAL INFORMATION Labroy shipyard (Batam), Novernber 2007 Singapore 96790 9361641 [ABS “At (© Offshore Support Vessel &e Towing Vessel, "AMS, *ACCU, *DP5-2 68.0 metres, 52.0 metres 160 metres 73 metres 62 metres 2.347 tonnes 648 tomes 2.485 tonnes @ 62m drat 33mx 128 m~ 425 square meres 870 tonnes £827 cubie metres (dedicated) 4,615 cubie metres including the combined use Mud/Srne tanks and the combined use Rig Chain Teeter) 4468 cuble metres ‘911 euble metres 128 cubic metres (in 2 dedicated tanks) 593 cube metres (including the combined use Mus tanks "54. 0f25), 465 cube metres (in 6 dedicated tanks) 503 cube metes(induding the combined use Mud tanks "sof 25) 185 cubic mettes (approximately 6,600 cubic fet) total capacity in 4 tanks Freeser(-25 degrees Celis) - approximately 12 cubic metres; Cooler (4 degrees Celeus) ~ ‘pproximately 12 cube metres; Dry Stores ~ ‘pproximately 26 cube meties 24,405 BHP ~ 8.810 BHP 2 X MAN BEA Alpha CPP Propellers in MAN AT 21 600 KW (805 BHP) Brunoll Tunnel Thusters, sppreniately 9.0 tonnes trust each e600 kw (20S BHP) Sranvol Tunnel Theusters, Spprcximately 9.0 tonnes thrust exch 2 Leroy Somer shah generators, 1300 KW, 1600 leaeaeh, 440 60H 1x Caterpillar 3406 Diesel Generator, 270 KW, 440 veo He AV Class 120-125 bollard pull vessel ‘A good example of a modern, medium sized AHTS class vessel (courtesy Swire Pacific Offshore Ltd) TOWING AND ANCHOR HANDLING Bole Pull Rig Chain Leck: Wine Load Capac Brake Capacity ow Dum Wire Capacity Wir Dram Capacity Chain Gypsy able Liner ‘Spare Reel Capacity Stern Roller: “Taw Pins/Guide Pins: ‘Wire chain Stopper: Pennant Storage Reel DECK MACHINERY Tugger capstan: windase: Bow Mooring ‘Smit Towing Bracket Crane Capacity ELECTRONICS. Main Radar Aviary Radar Auto ioe (Gyro Compass: 120 tonnes (risimur) 395 cubic metres chan capacity 1x Hydrabraft 250 tonne variable pressure \watefal yinch Towing and Anchor handling Drums: Paling Force 7st layer = 238 tonnes, mi layer — 165 tonnes, outer layer ~ 122 tonnes (lw speed) Paling Speed 1st ayer ~ 11.4 m/min, mid layer ~ 17.6rw/min outer ayer ~ 23.8 r/min lw speed) Paling Force: st layer ~ 127 tonnes mi layer = ‘2 tonnes, outer layer ~61 tonnes thigh speed) Paling Speed: Ist ayer ~ 22.8 m/min. id layer ‘35 2rn/min outer layer 47.6 m/min gh speed) ‘Te Anchor Handling Drum and Towing Drum are capable of 250 tonnes pul on Tst ayer multaneoushy Brake Fore: Tat ayer 207 tonnes, cuter Iyer 320 tonnes, mi ayer 1s3 tonnes 1500071 mm diameter 4800: 71 mm dameter Vc 76rom, 1: 844mm mounted on each side of anchor handing érum Tix hydra vanable pressure, 20 tonnes pul on Teter, 1400 mx 71mm diameter Rls Royce, SWL 350 tonnes, 55x20 dhameter 1 pa of tractable Karmoy guide pins with horizontal locking toe 2c retractable Karm forks, SWL 300 tonnes for ‘re chain upto 102 mm Yi Hydra variable pressure, 20 tonnes ballon Tet yer 1000 m x76 mm diameter 2% 10 tonnes Hydraleatt 2.16 anne (warping heas)/10 tonne (wre drum) Hydrakeate Ye tonne Hydrakraft 2100 kg anchors with «dams 36mm chain each side, pls 1 spare anchor 2x mooring srums,eapacty of 200 x 56 rm rope tach 1x.200 tonnes SWILleated on the frecasle TTS, Stonnes at 13 m radius 11 Furuno FAR-2117 X Band ARPA Radar with 21° Lcbalsplay 1x Futuna FAR-2137S $ Band ARPA Radar with 21° LD dsplay “i Tekimes PR 6000 Series 3 x Tokimec TG8000 with repeaters in wheelhouse and steering gear room‘Wind pressure and force “The effect of wind pressure and force on a ship's topside areas ‘SSmating the maximum lateral wind force on an AHTS vessel “Meter resistance ‘Sssmating the maximum lateral current force on an AHTS vessel “Whe steady downwind drift heading of an AHTS vessel Sea waves “Se maximum slope of a wave Sere groups Mere spectra ENSWAP significant wave heights for continental shelf seas Se= waves in shallow water -S=ip's response to waves “Besonant’ or ‘Synchronous’ motion “Sship’s response to beam waves that create resonant heave ‘Sstip's response to beam waves with periods longer than its heave period ‘#-ship’s response to beam waves with periods equal to or longer than ‘roll period “Were forces and a ship’s ability to hold station “Sesugh assessment of the limit of an AHTS vessel's ability to hold to a wack 49 51 53 55 The environmental forces acting on an AHTS vessel ‘Manoewuring an AHTS vessel close toa rig in a esing sea (courtesy Olympic Shipping AS)(RA) Port 1 - THEORY ‘The full pressure of a wind is known as the ‘stagnation so the pressure exerted on an actual plate will be less pressure’, which is the pressure that the wind would exert than the stagnation pressure. The pressure is further on striking an infinite flat plate ‘square on’ ifthe airflow reduced if the wind strikes a plate obliquely at an ‘angle e to be halted completely (i.e. the plate would be of an attack’ to the plate's exposed surface. The force providing a perfect lee). Some pressure must ‘leak’ acting on the plate equals the wind pressure multiplied around the edges of a real plate otherwise the airflow by the plate’s area. ‘would simply accumulate indefinitely against the plate, Wind pressure acting on the flat plate Stagnation pressure = 2 p(w) Vwtm/s)? N/m? Where ‘p(w)’ = density of air in kg/m? & ‘Vum/s)’ = wind speed in m/s A ») ‘The density of air increases with the atmospheric pressure and reduces with (Wina| Vs temperature, but the following value can be used for wind acting on a ship. Ww Air density at 15°C & atmospheric pressure 1013mb = 1.275 kg/m? q However, most obstructions do not completely stop the airflow, as there is a leakage of wind around the edges of even a flat vertical plate, so: Wind pressure exerted on the plate = CDW) Foo Vutmn/s)? N/m? Where the non-dimensional coefficient ‘Cocw)’ is known as the drag factor. 275 1000N = 1KN, so: Wind pressure = Cow) 333 Vwten/s)? = 0 vaten/s)? N/m? Wind pressure can be estimated for the wind speed ‘Vw(kt)' in knots, as 1 knot = 0.514 m/s Wind pressure = coow $223 (0.514 Vuk)? - ooo ker? N/m? Wind pressure estimated in t/m2 as 1 tonne on earth weighs 9.81 kN Wind pressure ~ Se tte) t/m?, where (kt) = wind speed (knots) The drag factor and, hence, the pressure of the wind, varies with the angle of attack ‘ Angle of attack = 90° Angle of attack = a° surface . _ CD0w)90" 4 " = SoMa" Caer Wind pressure = 58300 | Vw kt) t/m’ Wind pressure 58300 Vw(kt)? t/m’ Where ‘Cowa"” = sin a'Coqwy90" The drag factor for a flat plate increases roughly with the sine of the angle of attack ‘a’ The force of the wind on a flat plate The force of the wind on a flat plate wind pressure x exposed area ‘A’ of the plate cow) force ~ 55300 Wind speed Vw(kt) given in knots Wind speed VuAm/s) given in metres/second vue)? tonnes | &| Wind force = A S20 vinim/s)* KN‘Chapter 2 ~ The environmental forces acting on an AHTS vessel 251 We should expect the drag factor for wind striking a large flat surface square on (i.e. with an angle of attack of 90°) to be between 0.9 and 1, but a ship's topside is, a complex three dimensional shape and not a flat plate. The hull acts essentially as a vertical aerofoil, so if the wind strikes its rounded stem at an oblique angle to the fore and aft line, then high pressure at the point of impact is concentrated on the windward side and the flow of air splits asymmetrically to accelerate the greater proportion of the air to flow down the hull’s leeward topsides. There is now a pressure differential across the two sides of the ship in which the drop in pressure acting against the leeward ship's side can be greater than the increased pressure on its windward side at small angles of attack. This creates a lateral force that acts Angle of attack Low pressure distribution a Zero attack angle The effect of the wind on an AHTS vessel’s hull a = = Low pressure aerodynamic force @) @ Attack angle less than stall 1. The airflow is symmetrical and so there is no net lateral force acting on the hull’s topsides. through a point towards the hull’s windward end (i.e. the bow) where airflow velocity down the leeward side is, maximum and the reduction in pressure on the hull’s area above the waterline is consequently the greatest ‘The drag factor for wind on a ship's bow increases rapidly with the angle of attack and will reach a peak value that may exceed 1 with the wind still significantly forward of the beam. The flared high fo'¢sle of an AHTS vessel traps and directs the airflow very effectively and 80 produces a greater athwartships force of winds forward of the beam on the fore part of the hull than ‘would be the case fora flush deck hull. However, the aft half of an ATS vessel's hull topsides is very low with poor streamlining, so a wind off the stem quarter ‘creates quite a small athwartships force = Boundary layer and wake = High pressure aerodynamic force = Plan view of the hull’s topsides Attack angle at stall 2. The airflow is asymmetrical so it creates a lateral force, which increases with increasing attack angle and is centred on the forward region of the hul’s topsides. 3. The airflow breaks down as air leaks round the stern from high pressure on the windward side to the low pressure leeward side. The low pressure centre tends to move further forward as the angle of attack increases from condition 1 to 3. ‘As the angle of attack increases beyond the stall condition, airflow along the leeward side breaks down completely and the lateral force is mainly due to high pressure acting on the windward side of the hull. ‘The centre of pressure consequently moves towards the centre of the exposed area. ‘The housing blocks constructed on top of a ship's hull consist mainly of vertical flat surfaces, so the athwartships wind forces acting on them are closer to the ‘flat plate’ model shown on the previous page than the foil-shaped hull topsides. An AHTS vessel's housing is the large accommodation block on the raised fo'e'sle, so the force of a wind on the tug’s forepart at any angle of attack is considerably greater than the force acting on the low after half of the vessel's exposed topside areas.The effect of the wind on an AHTS vessel with a clear aft deck Large wind ‘Small wind yaw moment yaw moment Wind force = Turbulence Wind about 25° forward of the beam Wind about 25° abaft the beam The wind strikes the bridge front and high The wind striking the side of the housing still {fo'c'sle to create a large moment yawing the produces a moment yawing the bow to leeward bow to leeward. though this is reduced by the wind striking the leeward part of the aft end of the fo'csle and housing. ‘Sketch graphs of the forces on the bow and stern for a wind at any angle off the bow Total lateral wind force = Fvwit + Frwa Bow to leeward yawing moment = L( FYiw)f ~ FY(wa) where ‘ = ship's LBP PUMA, 22405 PUM FRIBIE] YY © Forward lateral wind force 'FYiwif! 0 20° 40° 60° 80° 100° 120° 140° 160° 180° Ahead Wind angle of attack ‘a’ off the bow Astern The effect of wind flowing around a three-dimensional shape, such as the AHTS vessel's topsides, is complex, as wind from abaft the beam creates a bow to windward yawing moment when striking the aft facing bulkheads at the inboard leeward side of the break of the fo'e'sle, even though these are close to amidships (the moment is increased by the ship's relatively large beam to length ratio). The forepart of the hull contains most of the topside area, mast of which is much higher above the water than the aft deck area, so the maximum possible lateral force is about 4 times greater at the bow than at the stern ‘fora given wind speed. Furthermore, the lateral force on the bow peaks when the wind is about 25° forward of the beam.| Chapter 2 ~ The environmental forces acting on an AHTS vessel (270 ‘The limit of an AHTS vessel's capability to hold a heading against a wind forward well off the vessel's bow ‘will be limited by the power of its bow thrusters, which ‘must counter at least 75% of the total wind force acting con the vessel's topsides. Consequently, it is more useful to estimate the forces of the wind on the tug's forward and aft halves separately. Models of various ship types, hhave been tested in wind tunnels and have shown that the higher exposed topsides have a drag factor between 0.8 and 1.0 for winds close to the beam, but the low afi profile of AHTS vessels will have a lower drag factor, as the wind can pass over the deck relatively easi Furthermore, the raised fo'c'sle and superstructure rise much higher above the waterline than the low aft deck and so they are subjected to a higher wind speed, as this increases with height above the sea and the rate at which it increases is greatest close to the sea surface. (Beaufort scale wind speeds relate to a height of 6 metres above sea level whereas the offshore oil field weather forecasts normally give the wind speeds for 10 and 30 metres above sea level.) The forces on the tug’s forward and aft halves in near beam winds can be very roughly estimated for a given wind speed by using a drag factor of 0,7 for the low aft half of the lateral profile and a drag factor of 1.0 for the much higher forward half of the profile. The areas of the lateral profile’s two halves can be approximated by superimposing rectangles over the tug’s profile in the general arrangement plans and making rough estimates to allow for the side areas of railings and masts, as the following diagram shows. DDD) = Forward topside area, ‘A(f)' (Co 1.0) Estimating the maximum lateral force of a given wind speed The ship's lateral topside areas fore & aft of amidships can be estimated by superimposing rectangles onto the profile provided in the general arrangement plans, as shown below. Forward lateral wind force Frit = Aq) Aft lateral wind force Fy(wia ~ Ata) Total lateral wind force Fvww) = Fviwif + FYwia Note that the wind speed ‘Vu(kt)’ in the above two formulae is in knots where 1 knot is equal to 0.514 metres/second. It should also be appreciated that wind speeds can increase by about 20% during gusts, which increases the pressure of the wind and its force by about 50%. (01) = Aft topside area, ‘Ata’ (CD 0.7) 58300 ute) Baao0 Ye? tonnes