Anchor Handling / Towing operation Manual

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Chapitre 1 Organisation for Anchor Handling & towing Operations .......................................4
1) Objective ........................................................................................................................4
2) Background ....................................................................................................................4
3) Planning and execution of anchor handling and towing (3.1) ..........................................4
Responsibilities: .............................................................................................................4
Rig move meeting ...........................................................................................................6
Executing the anchor handling operation: .......................................................................7
Scope of Work (5) ..........................................................................................................7
Recommendations to related vessels (5.2) .....................................................................10
4) Communication(6)........................................................................................................10
5) Safety ...........................................................................................................................10
JSA: ..............................................................................................................................11
Information /Tool box talks/JSA ...................................................................................11
6) Competense and Manning requirements for Anchor Handling and towing operations (8)
.........................................................................................................................................11
7) Internationalisation .......................................................................................................12
Chapitre 2 Anchor Handling with permanent chaser ............................................................14
1) The rig is able to store all the mooring line by itself. .....................................................15
Deploy the anchor from the rig .....................................................................................15
Chase out: .....................................................................................................................21
Pull anchor from the seabed: .........................................................................................23
Heave Anchor: ..............................................................................................................26
Spooling with tugger winch: .........................................................................................26
Connect wire to chain adapter: ......................................................................................26
Run anchor line into chain locker: .................................................................................26
System with buoy: ........................................................................................................27
Disconnect work wire from the pennant: .......................................................................27
Bolster Anchor on rig: ..................................................................................................28
Deliver pennant wire to the rig: .....................................................................................30
2) The rig needs assistance from a supply vessel which stores length of chain to be added to
the rig’s wire anchor line. ................................................................................................32
Deploying the anchor ....................................................................................................32
Retrieving the Stevpris anchor ......................................................................................33
Pull anchor over stern roller: .........................................................................................36
Secure anchor line in shark jaw. ....................................................................................38
Disconnect anchor: .......................................................................................................38
Securing the anchor on deck .........................................................................................39
Installing chain length ...................................................................................................40
Off-Boarding anchor .....................................................................................................42
Giving back the anchor to the rig ..................................................................................43
3) grapple .........................................................................................................................43
4) Shark jaw failed:...........................................................................................................44
Chapitre 3 Towing Procedures ..............................................................................................44
1) 3.4 Towing operation requirements (Norwegian Marine Directorate’s Safety Notification
No 9 dated 3 April 2001) ..................................................................................................44
2) General towing rules: ...................................................................................................45
3) Planning the towing operation ......................................................................................45

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 4) Catenary and towline tension curves .............................................................................47
5) Connect towing wire to bridle:......................................................................................48
6) Taw in towing bridle: ...................................................................................................48
7) Taw in anchor line: .......................................................................................................49
8) Towing spring ..............................................................................................................49
9) Towing spring maintenance ..........................................................................................50
Chapitre 4 Stability ...............................................................................................................50
1) 1. Preparation ...............................................................................................................51
2) 2. Stability calculations.................................................................................................51
3) 3. Maximum Bollard Pull .............................................................................................52
4) 4. Pre-Job Planning.......................................................................................................52
5) 5. Safety Equipment .....................................................................................................53
6) 6. Weather Limitations .................................................................................................53
7) 7. Pipelines, Sub-sea Obstructions and Structures .........................................................53
8) 8. Short Service Workers ..............................................................................................53
9) 9. Before starting operations ........................................................................................53
10) 10. During operations .................................................................................................54
11) 11. Emergency preparedness.......................................................................................55
12) Rig Move Planning Tools proposed by Ocean Motions:..............................................58
Chapitre 5 Annexe ................................................................................................................67
1) Anchor handling equipment on M/V ALADIN .............................................................67
MAIN CHARACTERISTICS .......................................................................................67
Brattvaagtowing/anchor handling waterfall type SL250W/BSL250W ...........................67
Driving units .................................................................................................................67
Winch Drum calculation with 76 mm wire (3”) length 1200m .....................................69
2) Winch Drum Pull and Speed calculation with 1200m 3” Wire ....................................71

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Chapitre 1 Organisation for Anchor Handling & towing
Operations

Powerpoint Operational requirements 061

Powerpoint Guidelines for safe anchhandling and towing 61A

061 Bridge procedure and checklist

061A_Safe Anchor Handling and Towing

1)Objective

Basic document on operations rules for AH and towing is 61 A Guidelines for safe Anchor
Handling and towing written to facilitate safe anchor handling and towing operations on the
Norwegian shelf but still available for its recommendations overseas. Theses may be found in
the online Guidelines for safe management of offshore supply and anchor handling operations
(NW European Areas): http://www.olf.no/?30110.pdf.
The guidelines are recognised by:
• Chamber of shipping
• Danish Ship Owners’ association
• Netherlands Oil and Gas Exploration and Production Association
• Norwegian Oil Industry Association (OLF)
• Norwegian Shipowners’ Association.
• United Kingdom Offshore Operators Association

This is intended for parties that are involved in planning and performing operations.

2)Background

61 A gives increased focus on safety during anchor handling and towing and give a common
answer to the requirement for standardization of work processes and routines especially
necessary for operations which involves many parties.
Our goal is to ensure learning and experience transfer through the use “of Best practice”

3)Planning and execution of anchor handling and towing (3.1)

Responsibilities:

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• Operating company has responsibility that installation is in correct position when
finished
• OIM responsible for anchoring operation, safety off all inside 500 m zone
• Master responsible for safety onboard vessel regarding crew and equipment, has
the authority to stop operations that threaten safety of vessel and/or crew:

• Ensuring that planned operations may be performed within current provisions

for working hours and rest periods.
• Ensure that equipment on board is in conformity with cargo list.
• Ensure compliance with the minimum competence requirements.
• Ensuring a Safe Job Analysis has been performed in accordance with the work
specification. cf. chapter 6 on communication requirement in connection with
anchor handling and towing operations.
• Inspecting equipment recovered from sea
• Registering newly-installed equipment pursuant fo work spec.
• Ensuring that crew are using PPE and lifesaving appliances.
• Having sufficient bunkers for the planned operation
• Have necessary towing and anchoring equipment.
• Executing anchor handling operation
• Towing operation requirements
• General towing rules
• Planning the towing operation
• Towing operation
• Reporting

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It must be stressed that prior to an anchor handling operation, detailed planning of the job
execution is of vital importance to avoid misunderstandings and accidents.

Rig move meeting

The operating company shall issue invitations to a rig move meeting. The work specification
shall be distributed approx. few days before the meeting, if possible. This meeting is intended
to identify any needs in connection with:
• Anchor handling equipment
• Navigation and positioning
• Advance inspection of equipments
• Selection of components

The following should attend the rig move meeting:

• OIM (preferably the one on board during the operation)

• Representative from owner installation's operations department
• Onshore drilling supervisor for operating company
• Onshore logistics manager operating company

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 • Person responsible for positioning operating company/contractor
• Representative from operating company's marine operations group
• Captain on vessel if relevant (for special jobs)
• Equipment supplier if relevant (chains, wires, etc.)
• Warranty surveyor if relevant
• Representative from owner/operator of pipeline/other installation if relevant.

The rig move meeting shall have the following agenda (as a minimum):

• Review of HAZOP for anchor handling in the field, if one has been prepared (in
particular for fields with pipelines) and transfer of experience.
• Weather limitations and definition of operational criteria
• Charts
• Area inspection with ROV
• Anchoring analysis, anchor pattern and work specification (scope of work)
• Pre-installation of anchor
• Vessel requirements; quantity and technical specifications
• Drawings and sketches of anchoring equipment in the sea
• Manning on installation
• Manning on boats
• Safe job input for boats and installation
• Schedules and drilling operation
• Equipment lists for AHTS equipment to the individual vessels
• Sea bottom conditions
• Communication lines (VHF channels, telephone nos.).

Executing the anchor handling operation:

Anchor handling shall be executed in accordance with the scope of work specification. Even
if the OIM has the authority to make the necessary changes, significant ones shall be verified
by the operating companies (The vessel).
Any change to be logged.

Scope of Work (5)

• Work specification
• General information
• Field information both locations
• Information about installation
• Mobilization – loading list for equipment
• Other information related to work scope
• Recovery-launch of anchors stepwise operation

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Information about installation to be available on board

• Chain type and length (numbering of anchor lines and anchor pattern)
• Anchor type, weight and quantity
• Recommended PCP length, dimension, socket type and any chain tails (both ends)
• Fluke angle on anchor
• Towing gear SWL
• Various propulsion systems (size and type thrusters, DP on installation)
• Telephone numbers (vessels and installation)
• Crane radius and lifting capacity

Field information

• Position
• Water depth
• Sea bottom conditions
• Infrastructure (pipelines, templates etc.)
• A minimum of field-specific requirements (such as simultaneous operations, buoyancy
buoys, mooring lines, pre-positioned equipment/arrangements, changes in anchor
lines). The appendix should show the anchor pattern with line lengths and operations
manual for running anchor issued by the supplier.

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Recommendations to related vessels (5.2)

• Work specifications shall define requirement to vessels:

• Bollard pull - Tug and working wire(naumber, dimension)
• Vinch capasity (pull, drumcap.diameter and number of drums)
• Gypsies, number and dimension
• Chainlockers, number and capacity
• Secondary winches, number and capacity
• Guide pins/shark yaws (minimum 2 each)
• Requirement related to wire termination se ch 4.3
• Stern roller: single or double for special needs
• System for removal of clay
• Spooling gear
• Minimum freeboard requirement for safety on deck
• Requirements related to crane on aft deck for handling equipments.

4)Communication(6)
• Communication requirements during anchor handling and towing operations
• Good communication during the planning and executions of the A/H and towing
operations is a precondition for safe operation: Reference is made to Chapter
3.3.of OLF 061
• VHF: output power 1 watt.
– There is to be UHF communication between crane operator and vessel deck
during the operation. In the event of UHF is not used, one seamen shall have
VHF if the crane uses VHF.

5)Safety
Safety will always have 1st priority no matter what operation the vessel is participating in. The
Master has the responsibility to ensure that all possible safety precautions are dealt with prior
to (and during) anchor handling operations.

During any rig or barge handling these safety procedures has to be followed:
• Use equipment that has been certified and marked.
• Before the winch operator start hoisting he must be sure that everybody is in a safe
position.
• One must remember that when connected up an apparently slack wire, it may
without warning suddenly become tight due to the relative movements of the vessel
and/ or tow. In such cases severe accidents have occurred and it is essential that all
crewmembers are in a protected position, preferably well forward and behind the crash
barrier until the wire is secured into the sharks jaw.

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JSA:

• SAFE JOB ANALYSIS FOR ANCHORHANDLING AND TOWING

• The installations and vessel shall perform a SJA before A/H operations starts. If
there is a change in the operations originally planned, and which was covered by
an SJA before the operation started, it is important that the hazards of the changed
operation are reviewed by the personnel involved. This requires a time-out for
review for the personnel involved.
• In the contrast to an SJA, a time-out requires no fixed agenda. Changes to the
operation after completed time-out are documented in the deck log. Reference is
made to chapter 9.8. of OLF’s 61 Guidelines for Safe Operation of Offshore
Service Vessels for further details.

Information /Tool box talks/JSA

Anchor Handling Operations are totally based upon teamwork. In order to prevent incidents, it
is essential that all available information shall be exchanged between the different parties,
internal among the crew, external to the rig and other involved third parties.

As any negligence or misunderstanding of the information given can be fateful, thus, the
Master should assure himself that no receiver misunderstand the information submitted.

The Master should also bear in mind the importance of informing all crew on board

Job Safety Analysis must be carried out before each operation.

The vessel shall perform a JSA before the operation starts.
Later where during operation change in the procedure or unexpected event changes the plan, it
is of high importance the risk analysis is reviewed and information shared by all the on watch
crew. Refer to your company instructions.

6)Competense and Manning requirements for Anchor Handling and towing operations
(8)

• The competence requirements are stipulated in OLF 061 Guidelines for Safe
Operation of offshore service Vessels.

• The crew of the vessel should be adapted to the vessel’s construction, equipment
and function in the petroleum industry. It is presumed that current provisions
relating to working hours and resting periods are observed at any time.

• With today’s technical solutions, this normally means that the vessel must be
manned with 4 navigators(include captain) and 5 persons on deck, of which 1
may be an apprentice(2nd year apprentice) .

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7)Internationalisation

• NWEA-North West European Area

• Valid national guidelines in a common document.
• Released April 06
• 061A incorporated directly

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Guidelines for safe management of offshore supply and anchor handling operations
UK, NL, DK, N, E are in Withdraw national guidelines, UK have already done this.
Norway same goal, but waits – gaining experience first have country specific notes where this
applies.
Issued only in electronic format CD or internet.

Most incidents happens because of lack of guidance or competence

ACCIDENTS DOES NOT HAPPEN THEY CAUSES

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Chapitre 2 Anchor Handling with permanent chaser
Powerpoint Set Anchor

Mooring procedures are related to Rig’s anchor line configuration.

1) The rig is able to store all the mooring line by itself. The rig is fitted with a wire drum
and has chain storage capacities and wildcats.
2) The rig needs assistance from a supply vessel which stores length of chain to be added
to the rig’s wire anchor line.

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1)The rig is able to store all the mooring line by itself.

Deploy the anchor from the rig

Retrieve pennant wire from the rig:

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Receive pennant wire from the rig - VIDEO

Vessel and crane must agree on work process through risk assessment. Avoid simultaneous
operation
Always have a MOB boat ready to be launched when crew aft.
Keep the vessel in position until the pennant and work wire are connected
Chain or socket in the shark jaw (no aluminium clamp)
Disconnect the crane forerunner at the first opportunity (before the pennant is hauled in
between the guide pins).
After retrieving pennant from the crane, do not manoeuvre to the new position while
deckhands are connecting the pennant and work wire on deck.
Avoid work on deck when the working winch is running and the vessel is moving.
Replace an aluminium clamp with a socket and use the right liner.

Risk elements:

Crew aft; potential MOB

Deck crew may be stuck in the head by the pennant, strayline, or crane block.
Snagging of the crane
Touching / collision between vessel and rig

Aluminium clamp in shark jaw - VIDEO

Secure PCP to shark jaw and connect to working wire:

• Use tension control on the winch control

• Keep vessel in position until the pennant and work wire have been connected
• Use minimum 5 links to avoid lifting the socket.

Risk elements:

Heavy lift; pinch point hazards

Work around the shark jaw; large forces involved
Pennant or tugger wire may break

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 Problems with connecting elements; unnecessary use of time
Vessel drifting off course

Secure PCP in shark jaw and connect to working wire - VIDEO

Receive anchor from rig:

The vessel has connected the chaser pennant on her AH line.

The vessel must be at sufficient distance to create as much as possible of horizontal pull on
the chaser. When lowering the anchor (engine at 20% power minimum), the pennant wire
must be sufficiently tensioned, if not the anchor will slip off the chaser (see figure below).

• The rig should pay out 1,5 to 2 meters of slack before the vessel tightens the chain.
• Keep constant tension
• Rig start lower when you instruct
• If vessel is to close or pennant becomes slack anchor will rut trough chaser : The vessel
should have a tension of at least 1,5 times the weight of the anchor and maintain constant
tension while the anchor is pulled towards the stern roller
• More weather =more distance

Risk elements:

Chain may slide through the chaser collar if the rig lets out the chain too quickly

Receive anchor from the rig - VIDEO

When a sufficient length of chain is paid out by the rig (around 250 m) , the weight of this
chain will keep the anchor in the chaser. The supply vessel can reduce the engine load while
the rig keeps on paying out chain.

o Start pull in on winch

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 o Keep constant tension
o When anchor getting close to stern and chain length is sufficient ease on power and
pull anchor to stern (if required)

Deploying the anchor:

Run Anchor line and go to target - VIDEO

• Communication between rig and vessel

• Test positioning equipment
• Check marking on anchor line

Risk elements:

Chain slipping
Fault in the positioning equipment
Incorrect calibration counter; passes the target

At the end of chain length, the rig has to stop and do the “cross over” between chain and
wire. When the connection is done, the rig and the vessel will now commence paying out wire
simultaneously so as to deploy equal lengths of wire in order to share the load of the mooring
system.
Good communication between anchor handling vessel and the rig will be conducted to ensure
that equal payout rate is maintained between the rig and the anchor handling vessel.
Following instructions from barge master, the vessel will maintain sufficient bollard pull to
keep rig’s mooring wire from rubbing on the rig’s anchor bolster.
When the rig and the vessel will have sufficient length of wire deployed overboard, the wire
payout operations will cease and the anchor handling vessel will apply necessary tension to
stretch the rig’s mooring system.

• Ready to run anchor

• Pull anchor to drop point

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• Agree speed with rig
• Increase power to hold speed
• When rig stop hold tension
• Position the vessel so it aligns with the anchor line.
• Communication between vessel and rig.
• Use tension control on lowering the anchor.
• Start lower anchor on the seabed only on signal from rig
• Maintain tension

Risk elements:

The anchor may flip over its back.

The pennant wire may break if there is too much tension.

Lower and set anchor - VIDEO

Once the system has been sufficiently stretched, the anchor handling vessel will reduce to
minimum power/bollard pull allowing the weight of the centenary system to set the anchor on
the bottom. The vessel will notify the rig when the anchor is on the bottom. No extra pull will
be applied once the Stevpris anchor is on the bottom.

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When the rig has achieved sufficient tension on the anchor winch/rig chain, the vessel can
start towing the chaser back to the rig.

o Ease off power when anchor touch bottom

o Inform rig
o Rig increase tension
o Start move astern to free chaser from anchor

Pay chaser back to the rig:

Chase back - VIDEO

Challenges:

• Stop and let rig tension up

• Length of wire 1,3 to 1 ½ of water depth. AH wire will be gradually retrieved while
approaching the rig.
• Can see on winch/wire on deck when chaser is free
• Tension control
• Speed

Risk elements:

In case of too little tension on the anchor line the chaser may pull the chain into a bight
The chaser ring may be cought up in the anchor spindle on certain types of anchor.

When AH wire is fully retrieved, pennant will be disconnected.

Connect the rig's crane hook to a wire strap through the eye of the pennant. When the rig
crane is ready to take the chaser pennant on board, release the pennant from the A.H. shark’s
jaw

Important : When disconnecting the pennant wire, the crew will make sure that the line is
perfectly slack and there is no more remaining energy remaining on the wire to avoid any
spinning rotation while deckhands are working on the connection. Remote disconnection of

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the wire is generally done by pulling on the opened Baldt link with a wire, with no deckhand
in the vicinity.
When boarding it, always verify that the swivel is in good condition (no cracks, no damage)
before starting any work on the line.

See:
Disconnect work wire from the pennant:
Deliver pennant wire to the rig:

Chase out:

Powerpoint Retrieving Anchor

Retrieve Pennant wire from the rig (see above)

See Anchor Handling equipment requirements in Winch Operation Manual.

Preliminary:
The following is a summary of conclusions when working with a chasing system:

o The length of the chaser pennant should be around 1,2 to 1,5 times the depth, for
deep water operations.
o The rig has to maintain a winch tension of 50% of its maximum before chasing can
start.
o When towing the chaser along the line, the propeller pitch of the vessel must be
carefully controlled in order to prevent breaking of the wire when the chaser reaches
the anchor.
o The winch operator on the rig must report any change in the tension to the vessel;
this will indicate when the anchor has broken out.
o When the chaser has reached the anchor, the vessel must carefully increase the
pitch of the propeller to 50% of its maximum in order to keep the pennant line taut.
o The distance from the rig and the variation of the tension of the rig's winch indicate
whether or not the anchor has broken out.
o The vessel has to start hauling the pennant line until the anchor has broken out,
maintaining 50% of the propeller thrust.
o After breaking out, the pitch should be maintained, and the pennant line hauled until at
least 60 metres of the chain are hanging over the anchor (for weight reasons) or until
the anchor is approximately 10 metres from the vessel. This will prevent the anchor
from falling through the chaser.

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 o Tension control
o Starting to run out chaser
o Enough wire out to let chaser run on chain
o 1 ½ times depth
o Observe on work wire when chaser is running

o Keep steady speed

o Be aware when reaching anchor pos.
o Tension control
o If speed is too high it can result in damage on system or winch
o Keep tension when recovering anchor

Chaser should hang freely down from the anchor line till the bottom is reached, i.e. slack in
the pendant line. A too short pendant and/or too little tension in the cable results in a situation
as sketched

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No tension in pendant to ensure smooth passing over the chain.
Control of chasing speed is very important, especially if current is coming from the stern.
Ideally the vessel must have sufficient speed to reach the shank of the anchor.
An excessive speed may lead to break the chasing wire. An insufficient speed may not allow
the chaser to reach the anchor .
Type of soil has to be considered either. In soft soil (mud) the anchor is deeply buried and
uneasy to reach.
The speed is specific to each vessel, to the weather conditions and size of the anchor and line.
2 knots is a mean chasing speed to be adjusted if necessary

• Ensure sufficient tension on anchor line before chasing out.

• Keep tension on the chaser ring all the way out to the anchor.

Risk elements:

If the anchor is stuck in the seabed there is a risk of the pennant breaking

Chase out - Video

Pull anchor from the seabed:

Breaking out the anchor

The breaking out forces of anchors is always related to the holding power applied. If an
anchor has not penetrated too deeply - thus giving a low holding efficiency - it can easily be
broken out. For this reason, some users apply oversized anchors. However, if an anchor has

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penetrated deeply and has been subjected to a high load, it will then be proportionally more
difficult to break out.

A second factor influencing the forces required for breaking out is the design of the anchor.
The Stevpris anchor is a deep penetrating anchor; such anchors offer high holding power. The
V-shaped shank of the Stevpris anchor permits the soil to pass through the shank legs. The
pennant eye or the chaser near the anchor shackle forms a lever to turn out the fluke. This
combination means that the Stevpris anchor needs relatively low breaking out forces
compared to other anchor designs.

The types of soil clearly influence breaking out forces, regardless of the anchor type.
In sandy soil, the breaking out force is approximately 12 - 17% of the load held.
In clay this percentage will be higher (60%)
In soft soils it will be even higher
In sticky soils it can exceed 100%

These approximations are applicable to any anchor type.

When breaking out deeply penetrated anchors, the following must be taken into consideration:
Under the soaking test it has been clearly shown that dilatancy (dilatancy is an increase in the
bulk volume of a granular mass) promotes the holding capacity of an anchor. The same
phenomenon obstructs the breaking out of the anchors.
Breaking out forces is caused by the volume of the soil on the fluke and the sucking or
under-pressure below it. Pulling up the anchor increases the soil resistance due to the soil's
dilettante behaviour. This resistance decreases with time, reducing the negative pressure and
thus easing the break out.
The length of the pennant line for retrieving must be 1,5 times the water depth. When
hauling the pennant, the line should be kept under tension at 50% of the pulling force of the
vessel.
The movement of the vessel due to wind and waves is reduced by this anchor tension while
the same movement slowly breaks out the anchor, allowing the above phenomenon to occur.
If breaking out does not occur after a period of approx. 30 minutes, the forces on the winch
must be increased slightly.

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The rig can help and speed-up the operation by hauling the anchor line at
the same time! Once the anchor is off bottom, keep the chaser in contact with the bow shackle
by maintaining sufficient thrust.
Vessel will hold position while the rig is performing cross over operation between wire and
chain.

• Length of work wire must be 1,3 to 1,5 times the depth.

• The vessel must be aligned with the anchor line.

Risk elements:

Large forces involved.

Work wire, pennant wire or connecting elements may break.
Fluke on anchor spindle may be damaged.

Pull anchor from seabed - VIDEO

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Heave Anchor:

• Keep sufficient tension on wire until weight of the anchor line is greater than the
weight of the anchor.

Risk elements:

Large forces involved.

Equipment may be worn down or damaged.

Heave anchor - VIDEO

Spooling with tugger winch:

• Slacken off the tugger wire when working on deck

• Breake the work wire.
• Stay in a safe position as long as a wire on deck is under tension.
• Avoid working / standing in areas which could be subject to big forces.
• Spooling device! Install a spooling device so that the tugger winch does not have to be
used for spooling.

Risk elements:

Consider what load is acting on the guide rollers, and how much of it could pass on.

spooling_with_tugger_winch - VIDEO

Connect wire to chain adapter:

• Release tension on anchor line. Use 150 m chain from the rig.
• Avoid simultaneous operations that may affect position.

Risk elements:

Heavy lifting; punch point hazard.

Vessel drifting off course.

Connect wire to chain adapter - VIDEO

Run anchor line into chain locker:

The dimension of the gypsy and the chain capacity must be specified at the intake of the AH
vessel.

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Risk elements:

Incorrect dimension of the gypsy may cause the chain to pay out or climb on the
gypsy.
Full chain locker
Worn gypsy

Run anchor line into chain locker -VIDEO

System with buoy:

Pick up buoy:

On permanent pennant PCP, retrieving anchor from buoy is a common operation on shallow
waters.
This should be done by use of lasso or crane on board modern vessels.

By lasso:

• Throw a rope, not the lasso itself, to reduce strain.

• Always have a MOB boat ready to be launched

By crane:

• Crew on deck only when necessary

• If tugger is used ensure sufficient capacity

Risk elements:

Crew aft potential MOB

The buoy may slip before it is secured in the shark jaw, movement on the vessel may
suddenly tighten the wire.
Tugger wire may break
Round buoys may roll on deck

Disconnect work wire from the pennant:

Use a tugger winch to draw out the shackle pin.

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• First undo the nut enough to get the sling around the pin head
• Do not unscrew the nut completely until the tugger winch is ready and the deck clear
of people.
• A wire clamp can be used to avoid injuries caused by turned wire. The clamp holds the
wire firmly when working around the shark jaw.

Risk elements:

Turned wire:
Use an aid to draw out the pin
Take cover when drawing out the pin

Bolster Anchor on rig:

When reaching the rig’s side , the anchor will be racked on the bolster. Note that the vessel
has to apply sufficient weight to keep control on the orientation of the anchor. When the
anchor is in position, the chaser pennant wire will be disconnected and given back to the rig.
When the rig is heaving the chain, the vessel should keep a distance of at least 150 to 200
metres from the rig, while keeping a tension of at least 30 to 40 tons.
The vessel, maintaining the mentioned distance, pays out the pennant, while the rig
simultaneously heaves the chain. The tension must be kept until the anchor is completely
bolstered. At the moment the main (bow) shackle of the anchor touches the anchor rack, it is
essential that the winch be briefly stopped, so the anchor can settle in the proper position for
racking. Otherwise, the wings on the shank will rotate the anchor, turning its back towards the
rack.
• When anchor is secured on stern/deck
• Rig heaving in chain
• Instruct to stop when 150 m off
• Start give anchor back to rig rig continue to heave
• Keep tension to avoid anchor falling trough
• Slack of when sufficient wire is paid out

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The anchor will fall off the chaser if:
o The chain is not heaved quickly enough by the rig
o The pennant is not kept sufficiently tight
o The vessel is too close to the rig.

The chaser should remain in contact with the bow shackle at all times.

• Communication at all times during operation

• The vessel should have 1,5 times the anchor’s weight in tension
• The vessel shall not slacken off tension before the anchor is on the bolster

Risk elements:

The Anchor may twist

Breakdown in communication between the winch operator and the vessel

Bolster anchor on rig - VIDEO

29
Deliver pennant wire to the rig:

When the anchor is properly racked, connect the rig's crane hook to a wire strap through the
eye of the pennant. Release the pennant from the A.H. shark’s jaw when the rig crane is ready
to take the chaser pennant on board.

Returning a chasing pendant to the rig after chaser has been stripped back will normally cause
a snatch load on rig’s crane. To avoid this crane fall must be vertically above vessel’s stern
roller when the chasing pendant is released.

• Always have a MOB boat ready to be launched when crew aft.

• Ensure good communication between bridge on vessel and crane / winch operator on
rig.
• Avoid simultaneous operation.

Risk elements:

Crew aft; potential MOB

Twisted crane wire ; deck crew may be hit on the head by the crane block or strayline.
Touching / collision between vessel and rig.

Other procedure from Guidelines for safe management of offshore supply and anchor
handling operations:

30
31
 • To achieve this safely and without endangering vessel personnel:
Equip chasing pendant with a short, pre-measured pendant with hard eye each end, of the
same length as the distance between outboard end of stern roller and inboard end of
mechanical stopper.
• Insert the short pendant between pendant and work wire when pendant is in the
stopper.
• Attach crane hook to the chasing pendant. Take the weight on the work wire and
release pendant from the stopper.
• Ease back on the work wire to gently lower pendant, crane hook and short pendant to
the roller, until the inboard eye of the short pendant can be secured in the stopper.
• With short pendant stopped off, disconnect work wire and release the stopper.
• Rig’s crane then makes a clean vertical lift on the chasing pendant.

Deliver pennant wire to the rig

2)The rig needs assistance from a supply vessel which stores length of chain to be added to
the rig’s wire anchor line.

Chain length is stored on the vessel‘s chain locker

Deploying the anchor

The vessel connects the chaser pennant on her AH line.

The vessel must be at sufficient distance to create as much as possible a horizontal pull on the
chaser. When lowering the anchor (engine at 20% power minimum), the pennant wire must be
sufficiently tensioned, if not the anchor will slip off the chaser.
When the rig has paid out 3 to 400 m of wire, vessel will board the anchor.

o Keep constant tension

o Rig start lower when you instruct
o If vessel is too close or pennant becomes slack anchor will rut trough chaser
o More weather =more distance

The anchor flukes are always oriented towards the rig, It is important to control the anchor
orientation at all times for easy racking, laying and decking of the anchor, i.e. keep pendant
line under tension while working the anchor. If the anchor slides through the chaser, the
anchor has to be pulled back to the stern roller and orientation checked

32
 .

o Start pull in on winch

o Keep constant tension

Retrieving the Stevpris anchor

Challenges:

Anchor wrong way

Must be turned to avoid damage

If anchor is not correctly oriented, reduce propulsion and let anchor slide
down through the chaser. Rotation is easier while near the rig where all
loads are lower (fig. 3-34).
Turn the anchor with a shot of propeller wash. Then pay out pendant, make sure anchor is
below the propeller wash away from the propeller influence zone (fig. 3-35).
Increase propulsion moving AHV forward pulling chaser in contact with the anchor. Make
sure the stern roller is perpendicular to the chain, the chain directing between the fluke points
(fig. 3-36).
With sufficient bollard pull haul pendant, stop/reduce thrust for only a few seconds when
anchor passes the propeller wash onto the drum.

33
With little tension in the line, the chain hangs steep against the fluke points and anchor cannot
rotate easily (A). Before rotating the anchor, pull on the cable, the anchor will be free to turn
(B) and (C) (fig. 3-38).

What not to do!

The anchor is approaching the drum. If the AHV maintains thrust, the water flow will push
the fluke (fig. 3-40)

.
If the propeller is not stopped, the thrust risks turning the anchor around the cable then acting
as a shaft (fig. 3-41).

34
35
The relative weight of the anchor increased by the thrust force on the fluke will cause the
anchor and the cable to slide down through the chaser and control of anchor orientation is lost
(fig. 3-42).

When the thrust is maintained while hauling in the chaser, the cable prevents the anchor to
turn on its back at the stern roller. Boarding will be difficult now. The anchor could pass the
stern roller on its side and get damaged! (fig 3-43)

o Heaving in will cause damage

o Very high tension on wire
o Anchor can fall through chaser ring
o Flukes can damage ship

Pull anchor over stern roller:

36
Stop/reduce the thrust just before the anchor passes the propeller wash

Pull anchor on the stern roller, allow the anchor to turn with its back on the roller, fluke
points up. Then pull further on deck .When the anchor is on deck, lays on its back with
shackle towards vessel’s cable between the upwards directed fluke points. Check jewelry
(fig. 3-32).

37
• Load awareness
• Communication with rig – deck
• Positioning
• Crew off deck
• Use tension control.

Risk elements:

Large force involved.

Wire or connecting elements may break.
Anchor may come up the wrong way.
Clay, up to two-thirds of the anchor’s total weight, may be brought up, rendering
the deck slippery and inaccessible.

Pull anchor over stern Roller - VIDEO

Secure anchor line in shark jaw.

• Crew in safe zones. Apply the brake to the work winch before the crew enters the
deck.
• Ensure that the anchor line fits properly in the shark jaw. Use inserts in the shark
jaw if necessary.

Risk elements:

Work around the shark jaw, large force involved.

If a capstan or tugger winch is used, sudden movements of the ship may cause the
wire to break.

Secure anchor line in shark jaw - VIDEO

Disconnect anchor:

• Use a strap, sling or crescent clamp and tugger winch when disconnecting the
shackle. Crew must be in safe zones when the nut is removed and the bolt pulled out. Do
not remove the nut completely until everything is ready to draw out the pin.
• Do not knock on the shackle pin with sledgehammer.
• Get the crew out of the way before removing the nut and drawing out the bolt.

Risk element:

Remaining strain and turns inside the wire.

Disconnect anchor best practice

Securing the anchor on deck

Securing means preventing that a single component failure results in the anchor dropping
uncontrollably off the stern. Recommended safety measures:
o Anchor completely disconnected + wire connected to anchor chains
o Use of separate safety wire (backup)
o When running chains to the installation, the anchor is secured using a shark jaw
and work winch.
o Reference is made to the Norwegian Marine Directorate’s Safety Notification No
9 dated 3 April 2001.

o Don’t use anchor-handling winch to move anchors on deck. Tugger winches must
be used.
Installing chain length

When the anchor is on board, secure the anchor chain pig tail/Wire connection in the
shark’s jaw, disconnect the wire, pull the anchor aside.
When deck is free, pull off the chain length form the chain locker, pass it over the wild cat
and pull it to the shark’s jaw.
Connect then the chain to rig’s wire, pick up the slack on the chain, release the shark jaw
and pay out slowly chain’s length with low tension on the line.
Special care will be taken when approaching chain end. When approx. 10 meters of chain
are remaining on the chain locker, chain is secured at the shark’s jaw.
Remaining length is pulled off, laid on deck, connected to AH wire. Slack is taken to allow
the release of the shark’s jaw. Remaining length of chain is paid out.
2 / 3 meters before the end, chain is secured again on the shark’s jaw, disconnected from
AH wire.
Anchor is pulled close to the remaining length of chain, connected, flukes points up, on its
back with shackle towards vessel’s bow. Chain must be between flukes.
Pennant is connected to the chaser, tension applied and shark’s jaw released.
Off-Boarding anchor
Boat increases power until anchor line tension rises on rig winch tension meter. When rig
gives order to lower the anchor, veer pendant till anchor arrives at roller. Allow the anchor
some speed to negotiate the bump at the change-over from the deck on to the roller.

If anchor is kept on roller, keep triangular plates below the main shackle on the drum for
stability of the anchor. Alternatively the chaser can be kept on deck/roller. In this situation
the propeller thrust passes underneath the anchor and does not influence the fluke.
 Reduce propulsion momentarily when anchor passes the propeller thrust, keep chaser on
anchor head for control of anchor orientation and lower anchor (fig. 3-24).

Once below the propeller wash zone, reactivate and maintain propeller thrust to well above
30 tons. Keep constant tension in order to ensure anchor does not fall through chaser, i.e.
anchor remains in the chaser and orientation of the anchor is correct (fig. 3-25).

When the anchor is well off the influence of propeller wash, increase power again and
proceed as stated in §1.

Giving back the anchor to the rig

Similar § 1

3)grapple

• Ensure maps are updated. Position the grapple carefully

• Take seabed conditions into account. Grapple away from any infrastructure.

Risk elements:

Grapple on the wrong side of the anchor.

Grapple infrastructure.
Grapple on wrong or adjacent anchor.
The grapple wire has not been extended or has been moved.
Information about what to grapple may be insufficient or incorrect.
Grapple - VIDEO
4)Shark jaw failed:

• Keep the vessel as motionless as possible when manoeuvring close to a rig. Take
note of surges.
• When possible avoid areas which could be subject to big forces.
• Slacken off chain when manoeuvring close to rig to avoid excessive loads and jerks
from unexpected surges.

shark jaw failed - VIDEO

Chapitre 3 Towing Procedures

Simple towing

1)3.4 Towing operation requirements (Norwegian Marine Directorate’s Safety

Notification No 9 dated 3 April 2001)

o The operating company is responsible for ensuring that the entire towing
operation for the contracted installation has been planned.
o The owner of the installation, represented by the OIM, is responsible for planning
and securing the necessary approvals of the towing operation
o The Offshore Installation Manager shall designate a main towing vessel.
o The Master on the main towing vessel is responsible for navigation of the towing
operation.
o Main towing vessel is responsible for complying with the prepared plans.
The maximum bollard pull shall not exceed the SWL for the towing equipment on the
installation.
Correct use of tension control on the vessel will make this easier to handle. Important
factors that shall be taken into consideration during the towing operation:
o The size of the object towed: length, width, and draft
o Hull shape and condition (any marine fouling)
o General conditions such as seaworthiness and stability.

2)General towing rules:

Special attention must be paid to the towline; especially to preventing any chafing and
friction.
o Fibre protection may be used, alternatively regular adjustments of the wire length.
o Major dynamic tension must be avoided.
o Changes in towing speed shall be done very slowly and in a controlled manner.
o When heaving in or paying out the towline, the engine thrust shall be reduced
correspondingly to avoid damage to the towline.
o Wire connections shall be used when appropriate, but this wire shall have a
breaking strength of at least 90% of the towline. Shock absorbers may be used
carefully, if other circumstances make it necessary for use of short towline.
o Avoid abrupt and major changes in heading. If the heading is changed, one must
ensure sufficient room for the intended manoeuvre and take into consideration
any other tow in progress in the same area.
o Major changes in heading with a long towline shall be avoided as the wire could
become slackened causing damages by touching the sea bottom.
o Preferably use the tow eye or "eye-and-eye wire" to control the towline; avoid
using the towing pins for this purpose.
o Maintain focus on the use of tension control in relation to bridle.
o Shorten the length of the towline when towing with reduced power and in shallow
waters.

3)Planning the towing operation

The sailing plan for the tow shall be planned carefully by the towing vessel in cooperation
with the installation regarding the water depth, offshore installations, sub-sea installations
and emergency anchorage.
o Keep a safe distance from any offshore installations; preferably five nautical
miles in the open sea. Pass on the side that provides the best assurance that the
tow will drift away from the installation in case of a black-out or the towline
breaks.
o Weather reports shall be obtained regularly. The weather criteria and necessary
weather window for the tow shall be defined.
o The need for support vessels shall be evaluated.
The following applies with regard to the use of any support vessels along the towing route
for traffic control and assistance through the voyage. (The installation's standby vessel may
be used as a support vessel, if available, or an anchor handling vessel that has to follow the
tow to the next anchorage.) If a support vessel is used its tasks should include, but not be
limited to:
• Monitoring and plotting all ship traffic along the towing route.
• Intercepting any vessel that moves too close to the tow.
 o Checking that the anchoring site is clear and free of permanent fishing gear before
the installation arrives.
o Functioning as a back-up towing vessel, if the vessel is rigged for this type of job.
o Handling tasks that the standby vessel normally would handle during a normal
operation.

The following shall be prepared before connecting the installation's towing gear to the
vessel:
o Description of capacity of bridle and weak link
o Description and dimension of end termination of the installation's equipment
o Communication lines shall be specified (UHF/VHF/mobile telephone).

4)Catenary and towline tension curves

The following applies to catenary and towline tension curves:

o Exercise great caution and respect the dynamic forces when towing in adverse
weather.
o The length of towline paid out may be critical to the tension the towline can
handle. Exercise great caution when waves come in astern.

o The length of the towline is critical to its elasticity and ability to absorb
dynamic forces. The longer is the towline, the greater its capacity to handle
dynamic tension. Of course, water depth and other water-related
circumstances will also determine the length of the tow.

o For longer ocean-going tows the length of the towline should be as long as
possible, i.e. approximately 1200 -1300 metres or longer.

o Calculation models (with spreadsheet and tables) should be given with

catenary curves to vessels and installation.

Roller towingbit Astyanax:

Weather situation.

5)Connect towing wire to bridle:

• The length of towing wire must always be adjusted to suit weather conditions.
• Towing using tension control is recommended.

Risk elements:

Heavy lifting; pinch point hazard.

Falling objects from the rig
Touching / collision between the vessel and rig.

Connect towing line to bridle - VIDEO

6)Taw in towing bridle:

• Ensure sufficient length of towing wire in relation to the weather. Monitore depth,
towing route and towing speed.

Risk elements:

Insufficient length of tow wire.

Strong wind, waves, “surfing” rig.
 Tug out of course.
Towing guide pins up gives limited slewing ability.

Tow in towing bridle - VIDEO

7)Taw in anchor line:

• Keep correct angle and safe distance between vessels

Risk elements:

Risk of pulling the rig’s fairlead to bits.

Tugs may collide with on another.

Taw in anchor line - VIDEO

8) Towing spring

The most common towing springs are the eight-strand braided or braid-on-braid models.
Inspection procedure:

The full length of the towing spring should be examined to detect visible nicks or
abrasion that could result in strand deterioration.
* The amount of wear and thus the strength of the towing spring can be evaluated by
counting the number of damaged or broken strands and by comparing their thickness with
undamaged sections of the shock line.
* Complete section of the outer sheath of a braid-on-braid towing spring results in a
theoretical 50% loss of breaking strength.
* A fid should be used to spread open and inspect the strands of eight- or three-strand
towing springs. The main signs of wear are the presence of powdery deposits due to the
friction between strands and looseness resulting from the loss of elastic recoil during
cyclic loading.
* Dynamic forces generate friction between strands inside the towing spring.
Temperatures inside the towing spring can be hot enough to cause internal fusion damage
resulting in serious strand deterioration and significant loss of breaking strength.
*The presence of stretchmarks indicate that the towing spring has been overloaded
resulting in hardening of the fibers and a loss of breaking strength.
* Towing spring damage due to chemical exposure can be detected in the form of visible
fiber deformation or easily detachable strands.
* Sun exposure can change the dynamic characteristics of a towing spring. One
indication of such damage is the appearance of a shiny outer coat.
9)Towing spring maintenance
Thimbles placed on single or double towing spring should be removed to allow
inspection at points of contact.
For towing springs attached using eyed thimbles, cut the seizing’s and move the thimble
to onother section of the towing spring.
Frequently used towing springs should undergo maintenance once a year.
Thimble connections should be tight. If necessary, re-splice to remove any play.
Store and cover towing springs to protect from exposure to spray and sunlight.
When making a double towing spring, 20 tons of pressure must be applied for at
least 24 hours before using in towing operations.

Reliable evaluation of the serviceability of a towing spring is difficult.

The shipmaster is solely responsible for deciding when replacement is necessary based
on his experience and criteria.

N.B.: Towlines can be used without a towing spring. This may be advisable in heavy
weather conditions and for rescue operations

Chapitre 4 Stability
Bourbon:
Anchor Handling procedure:
1)1. Preparation

• The Master shall review the vessel’s approved Stability Booklet.

• The Master shall ensure that the Stability Booklet is understood and that the vessel's
stability calculations are performed as required in full accordance with the rules and
guidelines which are expressed in the Stability Booklet.

• In any situation the master has the authority to stop operations if he determines the
situation to be dangerous or at any time close up to vessel capabilities or operational
limits.

• The master shall make other officers aware of this procedure

• It is recommended that all deck officers are familiar with stability calculations and that
vessel maximum operating limitations in relation to List and Bollard Pull are
documented.

• These instructions shall also be put on display in the wheelhouse and highlighted to
next crew during handover.

• Stability calculations and related issues shall be included in the report required after
each anchor handling and towing operations.

2)2. Stability calculations

• A full stability calculation shall be performed prior to any anchor handling or towing
operation, with full consideration of the planned configuration of the vessel.

• Stability is to be calculated according to the worst expected condition in order to

establish the vessels operational limits, if any.

• Wire / chain weights, centre of gravity and maximum tension (force, direction and point
of contact) shall be fully accounted for.

• Instructions for the Master, as indicated in the Stability Booklet shall be strictly adhered
to at all times.

During anchor handling operations, in addition to the criteria expressed in the Stability
booklet, the listing angle shall be calculated. If any of the following conditions occur –
STOP THE JOB!

• The angle that corresponds to a righting lever (GZ) equal to 50% of the maximum
righting angle (GZ max)

• The angle where water appears on deck assuming no shear

• 15 degrees of list

In case the wire/chain tension is difficult to determine, the following guidelines can be
used:

The tension of the wire/chain is modelled in the stability calculations as an external force
with the following characteristics:

• Point of application: tangent to the stern roller with a transverse offset equal to the
distance between the centre line and outboard towing pin

• Direction: downwards with a side angle of attack of 25° relative to the vertical force:

• The torque arm of the horizontal component of the force shall be calculated from the
centre of main propulsion propeller

3)3. Maximum Bollard Pull

The maximum bollard pull on the vessel shall be calculated taking into consideration the
required power capacity for thrusters, AH equipment and other services in use during
operations.

4)4. Pre-Job Planning

Prior to any anchor handling operation, detailed planning of the job execution shall be
conducted.

The Master and the Bridge Officers must review charterer’s procedures to determine
whether the job is within the vessel’s capabilities.

For any tandem operations the vessels involved must be able to each handle the total load
individually.

The information from the charterer should include, but not be limited to:
1. Risk assessment for the rig move or towing operation
2. Possible acting forces
3. Operation criteria
4. Contingency planning and back up solutions
5. Weather information such as wind, sea state and current data.

Prior to Anchor Handling (AH) the Master ensure that the crew is fully informed as to the
expected scope of the operation and prepare the vessel accordingly. Actual charts and
drawings from the rig are to be studied and discussed.
Bourbon Checklist OPS-20 shall be used prior to the AHT operation and recorded in the
deck log book. Any non-conformity raised shall be dealt with as required.

5)5. Safety Equipment

Personal Protective Equipment (PPE) worn during anchor handling operations should include, but need not be
limited to:

Coveralls

Safety footwear

Gloves

Safety Helmet complete with chinstraps

High visibility garments

Approved personal flotation devices (PFDs)

In addition, suitable wet and cold weather clothing must be available as applicable.

Lifebuoys with lines should be readily available.

The open stern of all AHTS types must be protected by a chain or similar when not in use.

6)6. Weather Limitations

Weather forecasts should be available and checked during all installation move operations and operations
planned accordingly. In marginal weather conditions, the Master of each vessel and the person in charge of
the move should agree to terminate / commence operations. The Master of each vessel has the responsibility
to decide whether or not conditions allow his vessel to operate safely.

7)7. Pipelines, Sub-sea Obstructions and Structures

All relevant parties involved must have full details regarding the location of pipelines and sub-sea
obstructions / structures relating to the whole operation. Where it is known that anchor-handling and / or
towing operations will be conducted near to pipelines or sub-sea obstructions / structures, then full written
procedures should be agreed by all parties.

8)8. Short Service Workers

During an anchor handling / towing operation, the number of operational personnel with no previous or recent
experience onboard anchor handling vessels shall be restricted to one, unless carried as an addition to the
crew levels.

9)9. Before starting operations

• Ensure that information such as line loads etc. as stated in the procedures for upcoming
Anchor Handling operations are verified and true.
• Ensure that an accurate forecast of expected weather conditions (wind, sea states,
current etc.) is available

The following guidelines shall be observed:

• Maintain enough freeboard, in particular at the stern and in general restrict trim by the
stern

• Keep initial heel as close as possible to even

• Lower the centre of gravity, notably by filling double bottom tanks

• Avoid any free surface effect within all tanks (keep tanks either very full or dry)

• Ensure that all hatches, manholes and any other openings on the main deck are kept
properly closed

• Ensure that all vent heads located on main deck are in good working order

10)10. During operations

Below procedures shall be observed at all times:

• In case there are changes in scope of job which may alter calculated loads on the vessel,
new procedures are to be made and must be approved

• Chain / wire shall be maintained within towing pins

• All efforts shall be made to maintain the direction of chain / wire aft of the stern roller
parallel to the vessel's centre-line during all manoeuvres. Increasing angles from the
centre-line may increase angles of list.

• If the vessel is listing so that there is a danger of getting water on the deck, tension shall
be reduced or the ongoing operations shall be stopped. If reducing tension does not
decrease the list of the vessel, wire or chain shall be released by using the emergency
release system.

• Avoid any sudden course changing or other “rough” manoeuvring, unless required for
safety reasons

• Prohibit fluid transfer, including the shifting of ballast

• The force in chain / wire during vertical lift pull (without bollard pull) shall not exceed
maximum tension stated in the stability calculations as per §2
11)11. Emergency preparedness

The Master must ensure that all crew operating winches, cranes or similar equipment are
aware of the emergency stop and release facilities on the equipment and how these respond
when activated.

Testing to be carried out before the operation and test performed to be noted in deck log
book.

Operation departments in offices remain at your disposal for any support.

 AHTS DECK TOP VIEW POINT OF APPLICATION

TOWING PIN

FORWARD

POINT OF APPLICATION
 CENTRE
APPLICATION

TOWING PIN

F sin 25°
F
25°
F

AFT VIEW
PROPELLER
Anchor Handling/towing preparation checklist

12)Rig Move Planning Tools proposed by Ocean Motions:

© Ocean Motions 1973-2007 All Rights Reserved

anchor chain or tow wire pulling

abeam
having skidded from center of stern

enter winch tension and angle of tow to vessel’s centreline in WSLPtm

  Immediately see angle at which first opening goes under water
such as undogged doors, open vents
 Immediately see angle of capsize under this hawser/chain
tension
  now see the influence of water trapped on deck

buoyancy of hull
pushing up

G Z

total weight of ship pushing down

the distance GZ =
the righting arm when GZ is +ve
the ship tends to return to upright
when GZ goes –ve, the ship will continue to roll over towards capsize
 trapped deck water causes total loss of stability, vessel capsizes
 similarly the WSLPtm user can go on to assess influence of:
 wind force
 thruster forces
 waves
 vessel’s heading and speed in these waves

Conclusions:

 so by applying the external forces the rig move planning meeting can make
informed decisions:

 Can the vessel withstand the expected tensions, deck flooding, sea state
and winds?
 What are the upper limits that she can survive?
 How do we load her in dock to maximise her chances of survival and
mission success?
 Does the intended job comply with the applicable stability statutes?
  Will the intended operations endanger our personnel onboard?

 As the situation deteriorates offshore, but before all hell breaks loose,
the Captain can spend a few quiet minutes to run ‘what if scenarios’ and hence
evaluate his options

Stability\Stabilité achille.xls

Stability\stabilté Ulysse

Stability\stabilité luzolo

Stability\stabilité Apsara

Operation\Catenary ATLAS sur BDM juillet2007.xls

Chapitre 5 Annexe
1)Anchor handling equipment on M/V ALADIN

MAIN CHARACTERISTICS
Length overall: .......................................................67.00 m.
Breadth moulded: ...................................................15.40 m.
Depth main deck: ....................................................7.00 m.
Max draft: ………………………………………...........5.95 m
Deadweight at max draft: ……………………………2,100 t.
Bollard pull: ……………………………………………120 t.
Gross tonnage: ………………………………............> 2,000

Brattvaagtowing/anchor handling waterfall type SL250W/BSL250W

Drums and cable lifters

One declutchable towing drum 900mm dia. x 2650 mm dia. X 2500 mm length.
Wire capacity: 2033m of 76mm dia. Steel wire rope.
One declutchable anchor handling drum 900mm dia. x 2500mm dia. X 2600 mm length.
Wire capacity: 2033m of 76mm dia. Steel wire rope.

The brake drums are made of stainless steel.

Loadcell in brake arrangement both drums.
The drums are fitted with band brakes of robust design.
Brake and clutch control: manual/remote controlled.
Brake holding load: 300 tonnes on towing drum 1st layer
300 tonnes on anchor handling drum 1st layer
Two non declutchable cable lifters one for 3” chain and one for 2 ½ ” fitted outside of the
anchor handling drum.

Driving units
The winch is driven by two driving units consisting of:
One hydraulic motor with control valves
Lowering limit valve, shock valves and tension control valves.
Winch capacities at drum’s 1st layer (driven at ‘9 bars by two pumps)
Double drive hoist (2 driving units)
250 tonnes pull at 0- 7,3 m/min
107 tonnes pull at 0- 11,7 m/min
38 tonnes pull at 0- 24,3 m/min
Dynamic braking 56-345 tonnes at 0 – 45 m/min

Single drive hoist (1 driving unit)

125 tonnes pull at 0- 7,3 m/min
53 tonnes pull at 0- 11,7 m/min
19 tonnes pull at 0- 24,3 m/min
Dynamic braking 28-172 tonnes at 0 – 45 m/min
Brattvaag central lubrication system for the gear transmission

Manually operated spooling device for 2500mm long drum, remote operated from
bridge
Spooling device giving max side load of 25 tonnes.
Spooling device common for the two drums.
Spooling gear can take trough sockets or shackles.

Brattvaag remote control system with control panel on aft bridge + towcon NT
automatic towing system controlling/displaying
 Winch Drum calculation with 76 mm wire (3”) length 1200m

Wire paid out Length of Wire rope Distance flange to Diameter to

Layer by by full wire rope remaining on drum top of wire (Kx) center of wire
layer (m) on layer by full layer (mm) (Dx) (mm)
(m) (m)

1 1104 96 96 796 979

2 995 109 205 728 1116

3 873 123 327 659 1253

4 737 136 463 591 1390

5 587 149 613 522 1527

6 425 163 775 454 1664

7 249 176 951 385 1800

8 59 189 1141 317 1937

9 0 59 1200 248 2074

Nominal wire diameter.(dw): mm

Wire tolerance factor : 4,0 %

Drum core diameter (d): 900 mm

Drum flange diameter ( D): 2650 mm

Drum length (L): 2500 mm

 2)Winch Drum Pull and Speed calculation with 1200m 3” Wire

Full Hoist Band

brake
1 Chamber 2 Chambers 3 Chambers
holding
No Chamb
force
1
(tones)
Wire paid Pull Stalling Speed Pull Stalling Speed Pull Stalling Speed Speed
out by full (tons) (tons) (m/mm) (tons) (tons) (m/mn) (tons) (tons) (m/mn)
layer (m)

1104 34,6 36,6 26,5 97,6 103,2 12,8 245,5 259,6 7,9 26,5 320,0

995 30,4 32,1 30,2 85,6 90,5 14,5 215,3 227,8 9,0 30,2 280,7

837 27,1 28,6 33,9 76,2 80,6 16,3 191,8 202,9 10,1 33,9 250,1

737 24,4 25,8 37,6 68,7 72,7 18,1 172,9 182,9 11,2 37,6 225,4

587 22,2 23,5 41,4 62,6 66,2 19,9 157,4 166,5 12,3 41,4 205,2

425 20,4 21,5 45,1 57,4 60,7 21,7 144,5 152,8 13,4 45,1 188,3

249 18,8 19,9 48,8 53,0 56,1 23,5 133,5 141,2 14,5 48,8 174,0

59 17,5 18,5 52,5 49,3 52,1 25,3 124,0 131,2 15,6 52,5 161,7

0 16,3 17,3 56,2 46,0 48,7 27,0 115,9 122,5 16,7 56,2 151,0

Weight of 1m of 3 inches chain is about 130 kg.Weight of 1 m of 3” wire is 22 kg.

As no indications are given about the mooring procedure(lengthof line to be paid out, ability
of the rig to retrieve chain and wire) and what will be the mooring line (length and diameter
of wire ,length and diameter of chain) it is not possible to determine ship’s performances.

If we make the assumption that the anchor line will be around 2000 m, chain length around
200 m we can say that total weight, including rig’s anchor, should be about 60 tonnes, which
is far below the maximum pulling tension of the winch (around 200 t with 1000m wire paid
out)
The bollard pull of the vessel ,120T, should allow her to stretch the line.

When correct data will be available, a calculation will be done;