TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE

TOWING, MOORING AND ANCHOR

HANDLING GUIDELINE
TABLE OF CONTENTS

INTRODUCTION
PURPOSE
SCOPE
ABBREVIATIONS

WEATHER

COMMUNICATION

TOWING
TOWING ARRANGEMENTS
EMERGENCY TOWING ARRANGEMENT
TOWLINE CATENARY
TOWING OPERATION
Inter-filed Tow
Towing With Anchor Wires
Tow Passage
Material / Dumb Barge Towing
General Precaution
Bad Weather Action

MOORING EQUIPMENTS
5.1 ANCHOR MOORING ARRANGEMENT
Winches
Remote TV Monitors
Tension Meters
Payout Counter
Fairleads And Rollers
Anchor Cable
Anchors
Pennant Wires
Anchor Buoys
Other Fittings
Spring Buoys
Buoy Catchers
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MARINE GUIDELINE AND PROCEDURE

SOFT MOORING TO JACKET LEG

ROPE TYPE/SIZE
PILE MOORING
PIPELINE PROTECTORS
LCT MOORING AND ASSEMBLY

ANCHOR PATTERNS
DRAWING OF ANCHOR PATTERNS
MANDATORY REQUIREMENTS
Positioning of anchors in vicinity of pipeline
Positioning of anchors in the vicinity of offshore structure
Anchor wires crossing pipelines
Anchor wires crossing another anchor wire
Anchor on Deck
Use of Anchor Handling Tongs/Jaws
ANCHOR WIRE CATENARY CALCULATIONS
DISTRIBUTION OF ANCHOR PATTERNS

ANCHOR HANDLING OPERATIONS

OPERATIONS AT NIGHT
RUNNING AND SETTING OF ANCHORS
Connecting Anchor for Running Out
Paying Out Anchor Wire
Lowering and Setting Anchors
Connecting and Releasing Anchor Buoy
Retrieving Anchors
Breaking Out Anchors
Anchor Wire Retrieval
Running Anchors Under Bridge
Static Running of Anchors
Pre-Tensioning of Anchors
Final Check on Anchor Positions
PIGGY – BACK ANCHOR
ANCHOR CHASING
Provision of Anchor Chasers

TOWING VESSELS

ANCHOR HANDLING VESSELS

HEAVY WEATHER ACTION

ALERT OPERATION CONDITION
SUSPEND OPERATION CONDITION
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INTRODUCTION
PURPOSE

This section provides Towing, Mooring and Anchor Handling information and
procedures for rig and barge moves.

SCOPE

This procedure covers towing, mooring, anchor handling operations carried

out by vessels chartered by TL Offshore/ CREST PETROLEUM for moving
rigs and barges.

ABBREVIATIONS

TLO – TL OFFSHORE
OCS – OFFSHORE CONSTRUCTION SUPERINTENDENT
CSR – CLIENT SITE REPRESENTATIVES
IWRC – INDEPENDENT WIRE ROPE CORE
AHT – ANCHOR HANDLING TUGS
FCB – FAST CREW BOAT
GP - GENERAL PURPOSE/UTILITY BOAT
SSV – SUPPLY VESSEL
LCT – LANDING CRAFT

2.0 WEATHER
Weather patterns offshore @ South China Sea are generally influenced by
seasonal monsoons.
The North East Monsoon ( November to March ) winds are usually stronger
and steadier.
The South West Monsoon ( June to October ) winds are generally weaker but
brief surges of local squalls with gale force winds may be expected. A long
band of dark dense cloud indicates the approach of these squalls over the
horizon. They are more frequent near the coast than over the open sea. The
sudden on set of these squalls, in between finer weather, has been the cause of
several incidents over the years in this region.

Weather conditions during the transition period (March to May) are most
favorable. However it should be noted that sudden squalls, which are common
during SW monsoon, may also occur during this transition period.
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In order to ensure safe planning on offshore operations, weather report will be

provided by weather station hired by TLO/CREST.

3.0 COMMUNICATION

The Marine Department advises co-ordinates and carry out Marine Operations for
user departments.

All communication with contractors shall be through Marine Department.

A daily report from vessels to be submitted to Marine Department.

TOWING

4.1 TOWING ARRANGEMENT

Towing arrangements fitted shall on rigs and barges shall comply with the
specifications as laid out in the contracts.

Atypical towing arrangement shall consists of :

Two towing SMIT type brackets, one on each side on the bow. This type of
bracket allows for a quick release in an emergency.

One chain bridle with each leg connected to the SMIT bracket by an open
link. Each bridle leg is led through a closed towing fairlead at the extreme
deck edge.

The chain bridle meets at a triangular plate ( Monkey face / Delta Plate ). The
angle between the legs shall not exceed 60 degrees.

A pennant wire complete with sockets (Towing Pennant) connected to the

other end of the triangular plate. This pennant shall be about 75 feet in length.

The end of the towing pennant will have a compatible size shackle. This
shackle is for the purpose of connecting to the tug’s towing line.

A permanent arrangement for bridle recovery shall also be fitted.

The towing line arrangement on the tug shall consist of:

A towing wire of 1000 meter in length. The size of the wire shall be
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compatible with the vessels bollard pull – minimum breaking strength being
at least 2 times the maximum static bollard pull capacity of the tug.

Some client/third party surveyor or marine warranty would prefer to attach a

nylon stretcher between the triangular plate and the tow line. If stretcher is used,
the length shall be about 75 feet. The Breaking Stress of this stretcher shall be
50% excess to the towing wire.

Tow bar, gobline,towing pillar or other arrangement to keep the towline in

position and to prevent girding the tug.

 Suitable anti-chafe material to be fitted on sections of the wire where chafing

is likely to occur.
A complete spare set of the above equipment must be readily available on the
vessel.

EMERGENCY TOWING ARRANGEMENT

In addition to the main towing arrangement, every rig or barge shall be fitted with
an Emergency Towing Arrangement.

This emergency arrangement may be similar to the main towing arrangement or

may consist of a single SMIT bracket/chafe chain/pennant system fitted at the
other end or quarter.

For recovery, pick up rope (10” X 150” buoyant synthetic rope) shall be
connected to the towing pennant.

This emergency towing arrangement must be rigged and ready for use.

TOWLINE CATENARY

Towline catenary varies with the length of the tow wire, tug horsepower / bollard
pull, resistance of the tow, speed of tow and sea state. A proper catenary is one of
the most important controllable factors of the tow. An ideal catenary is when the
shock – loading imparted on the towline is minimized. Adequate vertical
clearance from the seabed must be maintained to avoid damage to tow line.

When the tug and the tow is influenced by wave action, considerably higher
inertia occurs. Magnitudes of such loads increase as the towline stretchers. The
combination of load and stretch result in energy absorption by the towing gear.
When enough energy has been absorbed by the towing gear to offset the inertia,
the load begins to diminish. Energy absorption and dissipation on the towing gear
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MARINE GUIDELINE AND PROCEDURE

is a continuous cycle when towing in heavy seas. The nylon stretcher helps to
dampen the shock as the tow surges n the seaway.

A minimum length of towline is needed for directional control, to get the rig out
of the tug’s wake, and to prevent the tug from being overrun by the rig/barge. The
usual length of towline used for interfield tow is between 650 meter and 750
meter.

TOWING OPERATION

Towing operation described in this guide cover field tows in South China Sea area
( Petronas , Shell and Esso oil field ) only. Ocean tows are not included.

Vessels used for towing shall be properly classed with their bollard pull
certifications. They should carry equipment as specified in PCSB and TLO/
CREST vessel specifications.

INTERFIELD TOWS

For interfield tows, the barge/rig shall be towed from a fix bridle
arrangement as described in sub-section (4.1). Towing of jack up rig shall
always be from a fix bridle irrespective of distance.

TOWING WITH ANCHOR WIRES

For short infield tows, a barge/rig may be towed on the anchor wire. With
this method the anchor should be decked.

It should be noted that when towing on an anchor wire, the “dog” or

“pawl” on the wire drum must be engaged to ensure that the wire does not
slip and to prevent damage to the winch. Anchor winch gear clutch must
be disengaged.

TOW PASSAGE

During tow passage, the rig/barge mover interfaces between barge

master/captain and the tow tug master. There should be a constant
interchange of information like weather forecasts, any intended change in
draft, deviation from intended route etc. The tug shall report at least once
every 6 hours of the tow speed, course made good, and distance to go and
estimated time of arrival. Shoals other danger to navigation on the
intended route should be closely watch by the tugs.
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All proposed tow route to be submitted to TLO marine department for

approval.

MATERIAL BARGE / DUMP BARGE TOWING

Towing of material barge/ dump barge/ module or any other barge which
is unmanned shall refer to the following:-

 Tug master is to ensure that all materials on the barge are properly
secured/lashed.
 A third party towing survey and declaration certificate must be
obtained before commence towing.
 Tug master to ensure that all navigation light/ signals on the barge are
in place.
 Ensure sufficient mooring line is available.
 Ensure

GENERAL PRECAUTIONS

The following factors have to be considered for the safe execution of tow
operations:-

 Determination of limiting weather during all stages of the tow passage.

 Effective passage planning to ensure that proper route is followed.
 The good working order of all towing and navigation equipment.
 Adequate contingency plans to cater for unpredictable weather
conditions.
 The effective watertight integrity of the barge./rig. All ventilators and
air pipes are to be fitted with quick closing appliances. All openings
on weather deck are to be closed and secured.
 The proper securing of all deck cargo and equipment carried on the
barge/rig.
 The barge is to have sufficient intact statical and dynamical stability.
The effect of all slack tanks to be minimized.

BAD WEATHER ACTION

In case of deteriorating weather, the following courses of action should be

considered:-

 Alteration of course and/or speed in order to minimise the effect of the

seas.
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 Increasing tow line catenary to minimise shock load on the towing

equipment.
 Modifying the draft and trim of the barge.
 Keep shore informed of the weather conditions.
 Seeking shelter.

Direct control of the barge during the tow is with the Barge Master. He shall
ensure that the seaworthiness of the unit is maintained at all times. All sea
fastening and barge towing equipment shall be periodically checked throughout
the tow passage.

MOORING EQUIPMENT

5.1 ANCHOR MOORING ARRANGEMENT

In offshore operations, barges are usually moored by anchors to maintain position.

These anchors are laid in an “ANCHOR PATTERN” designed to suit the barge.
However in many circumstances, deviations from the Standard Anchor Pattern
will occur owing to pipeline and/or other obstructions.
Refer to APPENDIX … for an example of a typical ‘ Anchor Pattern’. Anchor
Mooring Equipment shall be classed by a reputable Classification Society.

WINCHES

Winches are machinery used for hauling in and paying out anchor
cables/wires. Those used for chain operations are referred as windlass.

The winches should always be kept in good running condition. Winches

may be fitted with a single or double drum. Single drum is preferred as it
gives greater flexibility in anchor handling operations. They may be
driven by an independent internal combustion engine, hydraulic or
electrical power. Engine driven winches are more powerful but electrical
powered can run at a controlled variable speed enabling anchors to run
under tension when required.

Winches braking system should be set to hold to a load of about 60% of

the Minimum Breaking Load of the wire above which slippage should
occur. Oil, moisture or heavy rust on brake linings should be avoided as
they can reduce the holding power. When running anchors, avoid
excessive winch speed as this can also reduce brake-holding capacity by
the built-up of heat in the lining.
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REMOTE TV MONITORS

When operating an anchor winch, the operator must have a full view of the
winch drum. In a remote control system, TV monitors showing the winch
drum should be fitted at the winch control panel.

TENSION METERS

Tension meters are fitted for the purpose of pre-tensioning anchors and
monitoring anchor wire tensions. After a barge is in position anchor wire
tension has to be monitored continuously for the following purposes:-

 Maintaining a minimum or maximum tension to avoid chafing of

pipelines or keeping vertical clearance from anchor wires of another
barge doing simultaneous operations.

 In heavy weather, tension on the anchor wire is one criteria in deciding

to stop work and pull off.

 Continuously monitoring the wire tension can help to detect anchor

dragging.

Tension meters shall be calibrated to ensure a correct reading at all times.

PAY-OUT METER ( FOOTAGE COUNTERS )

Pay-out meters indicate the length of wire paid out from the fairlead. It is
important that the barge mover or anchor foreman and the winch operator
knows how much wire has been paid out at all times during anchor
handling. This instrument will also come in useful when marking wires for
whatever purposes including marking of spring buoy position.

FAILEADS AND ROLLERS

From the winch drum anchor wires are usually led through a series of
rollers before reaching the roller failead. The diameters of these rollers
must be compatible with that of the wires. The moving parts must be
regularly check for wear and tear, cleaned and greased so that they turn
smoothly. If a snatch block is used, the same shall apply

ANCHOR CABLES
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Anchor cables may be wires, chain or wire/chain combinations.

Anchor wires offers greater flexibility in anchor handling operations
especially in pipeline areas and shallow waters. Wires should be of
galvanized type. Length of wires varies with the type and size of barge.
The minimum length being about 3000 feet. Pipelay barge, installation
barges, semi-submersible rigs, drill ships and vessels with self-anchor
laying capability usually have longer wires.

The anchor end of the wire shall be fitted with a closed type Spelter
Socket. Experience has shown that this type of socket is more robust,
easier to handle and can be replaced onboard the barge. For additional
protection to the wire, installs swivel between the socket and shackle
connecting the anchor. The swivel will reduce kinks to the wire.

The drum end of the anchor wire shall be connected to the drum in such a
manner that it can be released quickly in an emergency.

Chains and wire/chain combinations are not commonly used except in

semi-sub rigs and drillships. In wire/chain combinations, a length of chain
is fitted to the wire just before the anchor. This chain serves as part of
ground cable and it enhances the holding power of the anchor.

ANCHORS

A wide variety of anchors are used in mooring rigs and barges offshore.
An ideal anchor shall have the following characteristics:-

 High holding power in varying soil conditions.

 Posses good stability in its buried position and when it is dragged
through the seabed when tensioning.
 Capability to quickly engage and penetrate the seabed upon dropping.
 Have a low breaking out force.
 Lightweight and easy to handle including easy to decked.
 Not prone to being damaged or causing damage to anchor handling
vessels.
Must have no moving parts which may be clogged or jammed in
operation.

The “DELTA FLIPPER” type is most commonly used in our region. They
have been found to be efficient and reliable and therefor highly
recommended.
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All anchors must be fitted with a chain pigtail at the crown end. This is to
provide for safer handling and avoid chaffing of pennant wire, which
commonly occurs if they are fitted directly to the anchor.

Some anchors ,e.g. DELTA FLIPPER and STEVIN, have a provision for
changing fluke angles to suit the soil conditions. This provision shall be
made use where necessary.

STEVIN however will have problems when require to be decked as it may

topple to the side because of the pennant and anchor wire connection
arrangement. Both wires are connected at the shank end.

PENNANT WIRES

Pennant wire shall not be less than the anchor wire as the wear on the
pennant is usually greater than that of the anchor wire. Pennant wire is
used to lay and retrieve anchors and if the pennant parted, there will be
difficulties in retrieving anchor.

The length of pennant wire varies with water depth, expected anchor
penetration, tide and sea conditions, and type of anchor handling tug. As a
practice the following will be a good guideline for determining pennant
length;

 For hard soil sea bed -: Water depth + 50 feet

 For soft/mud sea bed - : Water depth + 100 feet

For safe anchor handling practices, a normal length of pennant wire is

around 150 feet.

Pennant wire arrangement will depend on the type of anchor buoy. For a
suitcase buoy, the pennant consists of a single length of wire. The
disadvantage of this system is the need to constantly change out the
pennants to suit the locality. For a crucifix buoy, the pennant may consist
of a combination of different length.

ANCHOR BUOYS

Anchor buoys serve to hold the pennant wire and as a marker for the
anchor position. They come in varying shapes and sizes. An ideal anchor
buoy shall have the following characteristics:-
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 Required buoyancy – this is directly related to the weight of the

pennant. There should be sufficient reserve buoyancy to ensure that
the buoy is always visible above the water.
 A good balance to keep the buoy upright.
 Consist of several compartments.
 Is foam filled.
Have rounded corners with minimal sharp edges.
Have flat sides for better stability when placed on anchor deck.
 Is painted with highly visible colour.

CRUCIFIX TYPE

The advantages of this buoy are:-

 No need for a complete change out of pennant in varying water depths.

Piggy back anchors can be laid without having to change the pennant
system.
 No chaffing of pennant with the buoy as in the case of suitcase buoys.
Convenient for bringing anchor on the anchor handler deck.( easy
storage).

SUITCASE BUOY

This type of buoy is commonly used on installation, pipelay and

construction barges which move frequently. With this type of buoy,
anchor handling operation is much faster and work on the anchor handler
tug is minimized. However it lacks the advantages of the crucifix buoy.
Another disadvantage of this system is that most of the joints and fittings
remain underwater during anchor handling and therefor it is important that
the whole anchor/pennant/buoy system be lifted on the barge for
inspection regularly.

OTHER FITTINGS

The various connections between wires, chain, pennants and buoys

shall have a compatible SWL ( Safe Working Load) with the items
they connect. Suitably sized shackles should be used to ensure a
slightly loose fitting for ease of connecting and disconnecting.
Proper split pins shall be used and sufficient spares be made
available during anchor handling operations.
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NOTE ; Shackles must be Safety Type Shackles i.e Hexagon head

pin, nut and split pin.

SPRING BUOYS

Spring buoys are buoys that are connected to anchor wires for the
purpose of giving the latter a vertical lift. They are used when there
is insufficient vertical clearance between pipelines and anchor
wires crossing them.

BUOY CATCHER

Buoy catchers are used to retrieve buoys from the water. The buoy
catcher sling is connected to tugger winch on deck to enable it to
pull the buoy clear of the water and secure it to the skark jaw or
any similar stopping devices.
The recommended assembly for the buoy catcher sling consist of
the following:-

- One x 2 ft x ½ inch diameter chain

- Two x 20 ft x 3 inch circumference wire
- One connecting ring

Refer to the layout below.

SOFT MOORING TO JACKET LEGS

Soft mooring to jacket legs can be of mooring wire or ropes or combinations

of both. When using soft mooring, the following guidelines shall be
followed:-

Obtain approval from Jacket/ Platform owner

A soft mooring arrangement must consist of a weak link. The maximum
breaking strength of this weak link shall not exceed the allowable load on
the legs.
 If wires are used to loop around jacket legs, then the legs must be
protected to avoid direct contact with wires.
If the mooring line is a wire rope, then a fibre rope stretcher must be
incorporated.
 If fibre ropes are used to loop around jacket legs, then steps must be taken
to prevent chafing on the fibre ropes.

In carrying out a soft mooring operation, the following safe working

practices shall be observed:-
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Fairleads, bollards bitts, rope drums and fitting must be compatible in size and
capacity.
 Surface of fairleads, bollards, bitts and drum ends should be kept clean
and maintained in good condition.
 Mooring deck should have anti-slip surface.
 Mooring rope used must be in good condition and should be examined
regularly for wear and splices should be intact.
 Wire ropes should be regularly treated with suitable lubricants.
Never stand in bite of rope.
 Only properly trained and experienced persons should be allowed to
operate winches.
 Stay clear when ropes are under tension. Ropes should only be handled
when there is a sufficient slack.
 Ensure personnel involve are brief thoroughly and task given are well
understood. Unwanted personnel should stay clear from the operation.
Sharp angle leads should always be avoided.
 Ensure correct type of stoppers are used i.e. chain stopper for wire and
rope stopper for ropes.

Maximum number of soft mooring allowed per platform is normally 2

(two) line.

Refer to examples of soft mooring arrangement below:-

ROPE TYPE / SIZE

Polypropylene is normally used for soft mooring because of the following

characteristics:-

It is light and floats in water.

Easier manually handle
Causes less abrasion than wire
Better energy absorption characteristics than wire

Size and strength of the ropes normally used are as follows :-

Circumference 5” : breaking strength 19.0 MT

8” : 47.8 MT

10” : 73.0 MT

12” : 100.0 MT
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Breaking strength will vary from type of ropes and sizes. Normally
manufacturers will advice on the breaking strength and all ropes come
with manufacturer certificates.

As a guide, Maximum Breaking Strength is about 120% of the Minimum

Breaking Strength as advised by manufacturer.

PILE MOORING

In areas where pipeline congestion and platform configuration prohibit the

use of a normal anchor pattern, pile moorings may be introduced in place
of anchors.

Pile mooring facilities are only good when it was first install. The
conditions will deteriorate as time goes by and therefor all the
connections, fittings and the holding capacity is reduced. It is best to check
the condition of the fittings and connections before use. From past records,
there are cases where the pile was missing from the locations may be due
to corrosion.

PIPELINE PROTECTORS

Pipeline protectors are semi circular plates that are placed over pipelines
to protect them from being damaged by anchor wires which cross over
them.
But laying pipeline protectors is costly and time-consuming operation and
therefor may not be the best option especially when the use of spring buoy
is effective.

The use of pipeline protectors may be considered under the following

circumstances:-

In shallow water where spring buoy may be ineffective.

When barge remains on location for an extended period of time.
When the wire touch down position is between the pipeline and the barge
may change when the barge moves without relocating anchors.
When the use of spring buoys may reduce the minimum length required on
the ground.

LCT MOORING
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LCT buoy moorings are deployed for the purpose of mooring smaller
vessels like the LCT's, standby vessels, crew boats and material barges in
offshore locations. Although all vessels are equipped with anchors,
mooring to LCT buoys offer the following advantages:-

Quick mooring and unmooring. This is vital for standby vessels.

No risk of accidental anchoring on pipelines.
Less risk of dragging.

LCT mooring should only be deployed in places where:-

Away from pipeline congestion area.

Safe from shipping traffic
Sheltered from dangers including expected wind and swell condition.
Not far from main facilities.

There are two types of LCT mooring systems namely " Double Buoy
LCT"- consist of two buoy and an anchor, and "Single Buoy LCT"-
consist of one buoy and one anchor.

Refer to diagram below.

ANCHOR PATTERNS

DRAWING OF ANCHOR PATTERN

In drawing anchor patterns, the following guideline shall apply:-

Draw on an updated topo chart. Preference scale is 1: 5000 feet. Scale

1:10000 may not be accurate when extracting Northing and Easting.
Show the bearing and distance of each cable including the angle of wire.
Show the spring buoy locations.
Keep as close as possible to the Standard Anchor Pattern lay put of the
barge.
Keep the pattern symmetrical to maintain even load distributions.
Know the scope of work of the barge i.e pipelay, installations etc.
Determined the minimum wire length required in conjunction of the water
depth.
The nature of the bottom.
The prevailing weather pattern for the location.
Time of move and expected duration of stay.
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Material barges, supply vessels, crew boats and other vessel access to the
barge.
Identified all limitations and hazards around the area including presence of
other barges in vicinity.
The minimum clearance from the pipeline, jacket legs and well head as
per client requirement.
The wire catenary.
Type of anchor, buoys and cable size and length available.
Comply with all the mandatory requirement spell out below ( 6.2)

MANDATORY REQUIREMENTS

Positioning of Anchors in the vicinity of pipelines.

When anchors are positioned in the vicinity of pipelines, the

following horizontal clearances shall be maintained:-

Anchor Positioned between Barge and Pipeline.

Distance between anchor and pipeline should be not less than
100 m.
If water depth is more than 100 meter, then distance
between anchor and pipeline shall be at least equal to water
depth.
(Pendulum effect when lowering anchors to be considered for
safety margin).
Anchor Positioned Across Pipeline
Distance between anchor and pipeline where it cross at an
angle less than 60, shall not be less than 150 m.

Distance between anchor and pipeline where it cross at an

angle between 60 to 90 shall not be less than 200m.

Positioning of Anchors in the vicinity of Offshore Structures.

When anchors are positioned in the vicinity of Offshore structures,
the horizontal clearance shall not be less 150 meter.
This apply to jackets, vent stacks and platform legs.

Anchor Wires Crossing Pipelines

Anchor wires crossing pipelines within elevated section of the

catenary shall at all times maintain a minimum vertical clearance
of not less than 15 feet.
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Anchor wires crossing pipeline beyond the elevated section of the

catenary shall at all times have adequate length of ground wire
before the crossing point on the pipeline. The minimum ground
length from the touch down to the pipeline shall not be less than
300 feet. This is to avoid axing effect of the wire on the pipeline.
The barge shall ensure that the requirement for minimum length of
the ground wire is met at all times for the range of operating
tensions likely to be used.

See the appendix below for reference.

Anchor Wire Crossing another Anchor Wire

In simultaneous barge and or rigs operations, anchor wires from

different barges/rigs may cross each other provided the following
conditions are observed:-

Both barges/rigs must be able to clear the location independently in an

emergency. Escape routes must be pre-planned.
There shall be a minimum vertical clearance of not less than 15 feet
between the two wires, the upper being at the lowest working
tension and the lower at the highest working tension.
If unable to comply with requirement specified above, use of spring
buoys to support of the sections of the wire in order to achieve the
minimum vertical clearance specified.

Anchor on deck

Anchors shall always be decked before running across pipeline.

When anchor is brought on deck, it should be placed forward of

the anchor handling pins or shark jaw with the anchor wire locked
in.
It must be known that when running anchor whilst the anchor is on
deck, it reduced the manoeuvrebility of the vessel and the shock
absorbing effect of the wire. Special caution must be taken to avoid
any shock load while running the anchor.

Use of anchor handling tongs/ jaws

Only vessels fitted with anchor handling tongs/shark jaw are

allowed to carry out anchor handling operation.
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The use of "Pelican Hooks" is not allowed. These assemblies if

fitted should be removed.

ANCHOR WIRE CATENARY CALCULATIONS

Catenary calculations for specified water depths and wire weights/sizes

shall provide the following information:-

Touch down point at specified working tensions.

Minimum vertical clearances at critical points on the elevated catenary
from the pipelines and other obstructions.

DISTRIBUTION OF ANCHOR PATTERNS

Anchor pattern proposed must be submitted to the client for review and
approval.

Upon receiving the approval, anchor patterns should be distributed to the

following parties:-

Contract holder - the client.

Marine department of TLO
Operation department.
Barge superintendent
Barge master
Barge foreman
Barge anchor foreman
Anchor handling tugs
Platform supervisor
Any other relevant party i.e port authority, pilot etc

ANCHOR HANDLING OPERATIONS

ANCHOR HANDLING AT NIGHT NEAR OFFSHORE INSTALLATIONS

It is common that darkness impairs ones vision and judgement. Therefor to

maintain a high standard of safe operation offshore, it is important to take
precautions by imposing certain restrictions on operations during hours of
darkness.
Normally anchor-handling operations at night should be avoided and this
should be taken into account when scheduling and programming barge
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movement into platforms. However if require to run anchor at night, the

following shall be observed;

In pipeline congested areas, no anchor handling operations are permitted

except if the anchor handler is fitted with positioning equipment i.e.
DGPS incorporated with BMS.
No restriction if operation is in open area.
No anchor shall be positioned within 200 meter from pipeline and
maintain minimum horizontal clearance from any structure more than
200 meter.
However the final decision for night operations will depend on the
comfort of CSR and the confidence level of AHT Master.
RUNNING AND SETTING OF ANCHORS

Connecting anchor for running out.

The anchor may or may not be attached to the wire.

If it's not connected, the following actions are to be carried out:

Load on the AHT the required length of pennant wire. The pennant is then
connected to the work wire on the AHT anchor-handling winch.
Load the crucifix buoy onto the AHT. Several sets of anchors and buoys
and other accessories may be passed to the AHT depending on her size
of deck.
Position the anchor properly on deck and connect up the primary pennant
to the anchor chain pigtail. Pick up the slack on the pennant.
Pass the end of the anchor wire to the anchor handler by using a tugger
wire from the vessel. Align the anchor wire and hold it using shark
jaw. Connect wire to the anchor.
Depending on the circumstances, anchor may be kept on deck or if
required, lower it to the back of stern roller and ready for running.

If the anchor is already connected to the wire, do the following:-

Ensure that the AHT is having adequate number of buoys and pennant.
Pass the anchor pennant wire that already connected to anchor, to the
AHT using barge crane. The AHT will then hold it with shark jaw and
connect to the work wire.
AHT will then slowly heave in the anchor till the stern roller or deck
(depending on the presence of pipelines in the area), while holding her
position steady. At this instant, the barge has to keep the anchor wire
slack until the anchor is well passed to the AHT.
The AHT will then align herself and ready to run.
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Caution :
Transfer of anchors between barge and anchor handler shall be
carried out in areas free of sub-sea line.
The operation connecting and disconnecting anchor and
decking/lowering anchors from the anchor handler deck shall be
carried out in a position at least 100 meter away from nearest
pipeline.

Paying Out the Anchor Wire

The barge pay out an adequate length of anchor wire as the anchor handler
moves into position between 100 - 200 meter from the barge and aligns
herself prior to running out the anchor.

Once ready, the AHT will moves towards the proposed anchor position as
per anchor pattern at a speed agreed by both parties. It is important that the
wire is at light tension so as to prevent formation of bight of wire on the
seabed.

When require to pay out under tension, ensure that the brake is not applied
suddenly to avoid shock load on the winch. Effective communication is
essential through out this operation as to prevent damage to equipment and
injury to personnel.

Winch operator must ensure at least ONE layer of wire remain on the
winch drum. This will allow sufficient wire for spooling in and to prevent
from accidental slippage of wires from the drum.

Lowering and Setting Anchors

At about a vessel length from the final position of the anchor, the AHT
Master will slow down the boat and advice the barge to reduce the speed
in paying out the wire.

When the AHT is on location, the barge applies brakes. The anchor can
now be lowered slowly to the bottom. At this instant the AHT will have to
maintain the heading and probably some headway to ensure anchor and
pennant are under some tension to prevent kinks and fouling of anchor
wire.
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There should be no headway once the anchor on the bottom. The pennant
wire is slackened off until the required amount has been paid out.

Connecting and releasing the anchor buoy. (Crucifix Type Buoy)

Once the anchor in on the bottom, the barge should tension up slowly on
the anchor to see if it holds before instructing the AHT to buoy the anchor.
Connecting and releasing the buoy is carried out as follows:_

a) The shark jaw is raised to catch the pennant wire on the socket.
b) Connect the buoy pigtail to the pennant wire.
c) A slip hook connected to the work wire is then attached to the buoy.
d) Heave up the work wire until the socket is clear from the shark jaw
and the shark jaw is then lowered.
e) The work wire is paid out until the slip hook trips and the buoy is
released.

Note:
If TRIPLEX Shark Jaw is used, step c) to e) is not necessary.

Retrieving Anchors

(Crucifix Buoy System)

The AHT is manoeuvre towards the buoy with her stern roller first. As
soon as the buoy is within the reach, the deck crew will hook it using
the buoy catcher.
The buoy is heaved on deck using the buoy catcher connected to the
tugger winch.
Shark Jaw is used to hold the buoy pennant wire socket.
Once secured, the buoy catcher can be slacked off and release.
Clear the buoy aside and connect the work wire to the pennant.
The anchor is now ready to be heaved.

It is essential to the boat Master to know the heading of the pennant wire
to reduce chaffing and strain on the pennant.

(Suitcase Buoy System)

The buoy may be catch by using "buoy catcher" of "boat hook" to pull in
the sling attached to the buoy and heave to the deck either by
manhandle or tugger assisted (whichever is possible and practicable at
the particular moment).
Work wire is then connected to the sling and the anchor is ready to be
heaved.
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Breaking Out Anchors

The AHT commence heaving the anchor out of the seabed. The vessel
should pull at an angle of approximately 15 to the vertical and heading in
the direction away from the barge but align with wire catenary.
The vessel will gradually increase her power until her forward pull force
of her heaving, break out the anchor from the seabed. This method will
minimize any shock loads on the pennant wire.

Anchor should never be broken out with vertical pull on the pennant wire.
The pennant wire may part due to shock loading as the vessel rides the
sea.
Once the anchor has been broken out, the anchor is gradually retrieved
from the seabed until it is clear below the stern roller. The anchor wire is
now ready for retrieval by the barge.

Anchor Wire Retrieval

Once the AHT master informs that the anchor is clear and on the stern
roller, the barge may heave in slowly. Sometimes the AHT may require to
move along the direction of the wire catenary in order to speed up the
operation but the vessel must not be allowed to on top of the wire as the
wire entangle with her propellers.
The anchor wire should be hose down to remove any excessive mud,
debris and marine growth. Visual inspection of the wire should be carried
out to check for any damage.

As the vessel approach the barge, retrieval speed should be reduced to

allow the Master to manoeuvre and line up the boat stern with the anchor
failead.
The vessel is brought close to the barge within the crane reach to pass
back the anchor and pennants. Some barge may have anchor racks and if
racking of anchors is OK, the anchors will be continuously heave until it is
rack. The AHT will have to synchronize the pay out of the pennant as the
barge heave in.
Anchors should not be allowed to swing freely as this can easily damage
the hull.

Running anchors under bridges.

The need may arise to run anchors under platform bridges in order to
obtain the spread required maintaining the barge in position.
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The following method may be used to execute the task.

The anchor is disconnect on the barge and then transfer to the AHT
together with buoy/s and pennant wires using the barge crane. The
anchor may also be passed direct from the rack and disconnected on
the AHT later. (Preferred method for a suitcase buoy system).
An adequate length of the anchor wire is passed on to the messenger line
boat, which will be used to run the wire under the Platform Bridge.
Generally a small mooring boat having sufficient head clearance from
the bridge is used.
The barge slack down on the anchor wire as the messenger boat runs it
under the bridge and transfer to the AHT awaiting at the other side of
the bridge.
The anchor wire is then connected to the anchor on the AHT and the
anchor is then run out as in usual manner.
If the anchor wire is too heavy to handle by the messenger, it is good to
install some buoys to carry the weight of the wire.

Static running of anchors.

There may be cases where it is not possible to maintain the required

minimum vertical clearance from subsea obstructions in shallow waters,
despite running under tension. In such situations, the anchor wire shall be
run static as follows:-

The anchor buoy and pennant wire are transferred to the AHT. The anchor
is disconnected from the anchor wire on the deck of AHT. Sufficient
length of anchor wire required to reach anchor location is spooled onto
the work drum.
The barge winch is put on brake and the wire is laid slowly by the AHT as
she proceeds towards the target location. In this manner, the wire will
be laid onto the pipe of other obstruction without sawing motions.
Connect the anchor and lay as in usual manner once AHT arrive at the
target location.

Pre-Tensioning of Anchors

Pre-Tensioning of anchors are carried out after all anchors have been run
out and set for the following reasons:-

To ensure anchors have been correctly set

To ensure anchors are holding
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To en sure equal loads on all cable.

To determined tension on wires, the following are to be considered:-

 Minimum vertical clearance of wire from pipeline

 Pipelaying job or structure installation
 Touch down point of anchors
 Wire catenary

The normal pre-tension procedure for barges are as follows:-

In Good Holding Ground

 Immediately after deploying an anchor, tension up to about 40 kips to

ensure the anchor is biting.
 When all anchors have been deployed, tension of 60 kips to be applied
to diametrically opposite anchors in turn. A careful check should be
kept on tension meter readings and amount of wire spooled in. Steady
tension will indicate that the anchor is holding.
 After completing the tension test, the tension may be reduced back to
the normal working tension.

Note : the tension figures mentioned above will varies depending on

barge mooring system.

Bad Holding Ground

 Allow time for the anchors to soak at the various stages before
increasing the tension. The tension should also be built up gradually.
Soaking time at the various stages could range from 30 minutes to 6
hours depending on seabed conditions.
 After reaching the required tension, the tension may be reduced back
to normal working tension.

If winches failed to maintain a steady tension during spooling in of the

wire during pre-tension, it indicates that the anchor is dragging. When this
happen, that particular anchor has to be re- run and set.

If the required pre-tensioning value of a barge cannot be achieved even

after rerun, the deployment of piggyback anchor should be considered.

Final Check on Anchor Position.

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MARINE GUIDELINE AND PROCEDURE

Once the anchors have been properly set, the AHT with DGPS connected
to the barge BMS shall check the position of all the pennant buoys which
are used to mark the anchor position.
The surveyor shall provide verification to the Bargemover, that the as-laid
anchor positions are consistent with the requirements of the planned
anchor pattern.

PIGGYBACK ANCHORS

Piggyback anchor is a back up anchor to the main anchor. The distance

between the main and piggyback anchor is determined by the pennant wire
length i.e water depth +20 meter, but should not be less than 70 meter.

To effectively lay a piggyback anchor, the intermediate pennant should be

well stretched and the anchor must be laid in the same direction as the
main anchor.

Piggyback anchors may be required under one or a combination of the

following circumstances.

Where the seabed conditions offers poor holding ground.

Where a pretension cannot be achieved with a reasonable time.
Where there is insufficient ground wire or anchor pattern being restricted
by pipelines or structures.

Since laying a piggyback anchor is time consuming and requires extra

equipment, the practice should be discouraged and carried out only as a
last resort.
The use of high efficiency anchors such as 'Delta Flipper', will minimise
the need of piggyback anchors.
When preparing for a rig or barge move, the need for piggyback anchors
shall be considered so that all preparation for the requirements can be
made in advance prior the move to eliminate delays at later stage.

ANCHOR CHASING

When anchor pennant has parted, the anchor can be recovered by moving
the barge over the anchor and weighing it or by " Chasing" the anchor
using a suitable chaser.

The following is a guide to chasing anchors:-

 Drop a marker buoy to indicate the anchor position.

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 Barge slackens the anchor wire.

 The AHT will passed a chaser to the barge to be slipped into the
anchor wire.
 The chaser is connected to the work wire. Ensure there is sufficient
length of work wire in relative to the water depth. Pennant wire may
be used to lengthen the work wire if require.
 The chaser is then lowered into the water and the AHT aligns herself
to head for the anchor with sterns towards the barge.
 The anchor wires are tensioning up prior the chase, probably around
60 kips. Care must be taken on the opposite anchor to maintain the
barge position.
 The AHT keeps a reasonable tension on the work wire and moves
towards the anchor. The tension will tension increase as the work wire
gets the ground anchor wire.
 As the chaser reaches the ground wire it may have to be lifted slightly
to loosen the hold of the ground wire to enable the chaser to pass
through.
 The AHT master can feel the chaser slip through the anchor shank.
The anchor can now be lifted up to the deck.
 A sudden drop in the tension on the anchor wire will indicate that the
anchor is lifted from the ground.
 Just before attempting to lift the anchor, tension on the wire should be
reduced but not completely slacked. The wire should be slacked after
the anchor is recovered on deck or as advice by AHT Master.

Provision of Anchor Chaser.

Anchor chasers come in varying designs depending on the type and size of
cables and anchors it is used to chased. Some barges / rigs are equipped
with a permanent chaser.
Roller shackle may be used as a chaser if the size is compatible with the
anchor shank.

TOWING VESSELS

Tow vessels should be classed for towing operations. She shall carry equipment
complete with spares necessary to carry out the tow in a safe and efficient
manner.

These vessels are by their Bollard Pull Capacity. When identifying towing vessels
for a particular rig or barge, the minimum Bollard Pull is usually specified
upfront.
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ANCHOR HANDLING VESSELS

Anchor Handling Vessels (AHT) are usually capable of towing and are also
measured by their Bollard Pull capacity. These vessels are equipped with
independently powered winches for both operations.

In order to comply with PCSB and TLO Anchor Handling requirements as spell
out in Section C of TLO ITB or in Exhibit VII A of PCSB specifications, all
anchor handling vessels shall have the following minimum capacities/ criteria :-

 A stern roller with adequate opening to deck the anchor

 Sufficient deck space for decking the anchor.
 Remotely operated shark jaw complete with tow guide pins.
 Capstan and tugger winch of sufficient capacity.
 Suitable deck area
 Anchor handling winch drum where work wire is stowed.
 Forward and aft engine control panel
 Sufficient power of Bow Thruster

Other requirement must meet the specifications mentioned earlier.

HEAVY WEATHER ACTION

Each floating unit has its own system of watch keeping qualities and reaction to
heavy weather. Therefor only general guidelines can be provided for dealing with
heavy weather.

Effective action largely depends upon the observance of proper seamanship

practice and on the skill, experience and judgement of the Marine personnel on
the barge/rig. Any action taken should be positive and made in ample time so that
it has the desired effect.

Basic objectives of any heavy weather action are to :

 Minimize the risk to personnel

 To prevent damages to property of client and/ or contract holder
 To prevent damage to rig/barge

It is the responsibility of the Barge Master to take all appropriate action to meet
the above objectives prior to onset of heavy weather.

Barge Master should advice all parties onboard of the weather reports or of the
prevailing weather conditions and all necessary precaution to be taken.
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Barge Master shall monitor all weather forecasts, sea states and anchor wire
tensions, so that he is able to take prompt action as soon as limiting weather
conditions are being approached.

Every barge/ rig shall have their limiting operating conditions clearly stated in
their operating manuals. The various stages of Alert and Required actions may
also be included.

ALERT OPERATING CONDITION

When any of the following conditions exist or if the weather conditions

deteriorate further, the barge shall be in state of readiness to pull out of the
location.

 Anchor wire tension value approaching maximum

 Heavy barge motion
 Sea and swell conditions begin to deteriorate and / or when receiving storm
warning for the area of operation

In such condition, the following action shall be taken.

 Reduce barge movement by realigning her heading as far as practicable into

the weather.
 All non-essential connections to the platform ( if any) should be disconnected.
 Anchor wire tensions to be continuously monitored.
 A close weather watch to be maintained
 Anchor handler to be put on standby and ready to assist when required
 All loose equipment to be secured and all openings, watertight and
weathertight doors and hatches to be closed.

SUSPEND OPERATION CONDITION

When any of the following conditions exist, all operations shall be suspended and
the barge pulls off location.

Excessive motion of the barge resulting inability to carry out work

Anchor wire has reach maximum tension allowable
One or more of the anchor wires have parted due to sudden shock loads
Anchors begin to drag

In such conditions, the following action should be taken.

 Remove all attachment to the platform and pull the barge down weather from
the platform.
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 Swing the barge into the weather so that she rides the seas. All down weather
anchors should be slacken to allow the barge to oscillate freely in the head
seas. In executing this operation, anchor wires making contact with the
platform legs should be slack off.
 Maintain radio contact with all vessels in the area and ensure they are ready to
render assistance.
 AHT on site should be prepared for towing the barge away from the location.
This may necessitate the barge to slip her anchors.

Specific contingency plans to deal with heavy weather should be considered when
drawing anchor patterns for approval during the planning of the barge move
operations. Contingency requirements should also be discussed in the Pre-Move
meeting/briefing.
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INSPECTION REQUIREMENT of MARINE VESSELS and

ACCOMODATION BARGES/RIGS

INSPECTION REQUIREMENT

The inspection requirements on TLO hired vessels shall comply with Petronas Carigali
specification as spelt out in PCSB Exhibit VII and in addition to that, also require to suit
TLO marine operation and engineering requirements as per TLO Marine Guideline and
Procedure.

These requirements are in addition to statutory inspections, which maybe required by

Classification Societies, International Maritime Organization and/or the Flag State of the
registered country and should be incorporated into existing contractor inspection
procedures.

In addition to the above-mentioned requirements, Barges and Rigs shall also comply with
MODU CODE (Mobile Offshore Drilling Units) specified by IMO and PCSB PGBOOM.

PRE- HIRE INSPECTIONS

All rigs, barges, workboats, tugs, and other related marine support craft must be classed
by a reputable and recognised Classification Societies i.e - ABS, Llyods, DnV, GL, BV
or equivalent.

All vessels, rigs and barges are subject to pre-hire inspection by relevant TLO
representatives and officially accepted by means of LETTER OF AWARD.

The Contract department of TLO will initiate the pre-hire inspection either through
marine department and ensuring that all defects are rectified within agreed completion
dates.

Not withstanding anything contained within the LETTER OF AWARD, all requirements
specified within the contract shall be comply by the contractor.
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In order to simplify and to give general ideas of items to be inspected in accordance to

TLO and PCSB requirements, TLO has developed a checklist for the purpose.

A) ANCHOR HANDLING TUG