pts 60.2405 offshore marine safety.pdf

7/23/2019 PTS 60.2405 Offshore Marine Safety.pdf

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PETRONAS TECHNICAL STANDARDS

HEALTH, SAFETY AND ENVIRONMENT

STANDARD

OFFSHORE MARINE SAFETY

PTS 60.2405

OCTOBER 2012

2010 PETROLIAM NASIONAL BERHAD (PETRONAS)

All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted in

any form or by any means (electronic, mechanical, photocopying, recording or otherwise) without the

permission of the copyright owner.


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3 PTS 60.2405OCTOBER 2012

PREFACE

PETRONAS Technical Standards (PTS) publications reflect the views, at the time ofpublication, of PETRONAS OPUs/Divisions.

They are based on the experience acquired during the involvement with the design,construction, operation and maintenance of processing units and facilities. Where appropriatethey are based on, or reference is made to, national and international standards and codes ofpractice.

The objective is to set the recommended standard for good technical practice to be appliedby PETRONAS' OPUs in oil and gas production facilities, refineries, gas processing plants,chemical plants, marketing facilities or any other such facility, and thereby to achievemaximum technical and economic benefit from standardization.

The information set forth in these publications is provided to users for their consideration anddecision to implement. This is of particular importance where PTS may not cover everyrequirement or diversity of condition at each locality. The system of PTS is expected to be

sufficiently flexible to allow individual operating units to adapt the information set forth in PTSto their own environment and requirements.

When Contractors or Manufacturers/Suppliers use PTS they shall be solely responsible forthe quality of work and the attainment of the required design and engineering standards. Inparticular, for those requirements not specifically covered, it is expected of them to followthose design and engineering practices which will achieve the same level of integrity asreflected in the PTS. If in doubt, the Contractor or Manufacturer/Supplier shall, withoutdetracting from his own responsibility, consult the owner.

The right to use PTS rests with three categories of users:

1) PETRONAS and its affiliates.

2) Other parties who are authorized to use PTS subject to appropriatecontractual arrangements.

3) Contractors/subcontractors and Manufacturers/Suppliers under a contractwith users referred to under 1) and 2) which requires that tenders forprojects, materials supplied or - generally - work performed on behalf of thesaid users comply with the relevant standards.

Subject to any particular terms and conditions as may be set forth in specific agreements withusers, PETRONAS disclaims any liability of whatsoever nature for any damage (includinginjury or death) suffered by any company or person whomsoever as a result of or inconnection with the use, application or implementation of any PTS, combination of PTS orany part thereof. The benefit of this disclaimer shall inure in all respects to PETRONASand/or any company affiliated to PETRONAS that may issue PTS or require the use of PTS.

Without prejudice to any specific terms in respect of confidentiality under relevant contractualarrangements, PTS shall not, without the prior written consent of PETRONAS, be disclosedby users to any company or person whomsoever and the PTS shall be used exclusively forthe purpose they have been provided to the user. They shall be returned after use, includingany copies which shall only be made by users with the express prior written consent ofPETRONAS.

The copyright of PTS vests in PETRONAS. Users shall arrange for PTS to be held in safe

custody and PETRONAS may at any time require information satisfactory to PETRONAS in

order to ascertain how users implement this requirement


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Acknowledgement

This document was jointly prepared with contribution from the following organizations:

1. Morris Kho GHSED2. Capt M Hanafi M Ali PCSB/DFIN

3. Capt Muhammad Adiputra PCSB/SCM4. Md Nabil b Md Yusoff PCSB/DFIN5. Capt Paul Aeria PMSSB6. Capt Amser Yusuf Daud MISC7. Capt Maninderjit Singh Bajwa MISC8. Capt Abd Nasir b Ramli PMO/PDP9. Dr Mohd Hatta Usul GHSED10. Megat Muzafar b Mohd Mokhtar GHSED11. Mohd Khairi Ismail PCSB/DFIN12. Ng Boon Hock PCSB/DFIN13. Mohd Fouzi Abdullah PCSB/DFIN14. Helme Athrah Jaafar PCSB/DFIN15. Norshidi Fazizi b Mohd Noor PCSB/DFIN

16. Lawrence Sim Hua Chia PCSB/DR

.


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ABBREVIATIONS AND ACRONYMS

ACAD AutoCAD

AHT Anchor Handling Tug

AHTS Anchor Handling Tug Supply vessel

BMS Barge Management System

CSR Company Site Representative

DGPS Differential Global Positioning System

KP Kilometer Post

Offshore Activities being carried out away from land towards the waterOIM Offshore Installation Manager

REFERENCED DOCUMENTS

Doc. No Title

PTS 60.0110 Logistic

PTS 60.1501.06 Guideline on Health Assessment for Fitness

to work

PTS 58.03.01.02 Offshore Support Vessel & Marine Support

Craft Vetting Procedures

PTS 60.2103 Lifting

PTS 31.10.00.31 Noise control (amendments/ supplements toISO 15664)

PTS 37.19.10.20 Marine Safety of Mobile Offshore Installations

PTS 37.19.10.31 Helidecks on Fixed and Mobile OffshoreStructures

PTS 37.19.60.20 Offshore Structures Engineering

PTS 37.91.10.11 Mooring of mobile units

PTS 37.92.10.30 Pedestal cranes (amendments/supplementsto API Spec 2C)

PTS 37.92.10.31 Pedestal cranes (amendments/supplementsLloyd's code and BS 2573)

PTS 80.80.00.10 Offshore facilities life-saving appliancerequirements (amendments/supplements toSOLAS)

PTS 37.19.10.42 Transportation


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PTS 37.19.10.41 Load-Out and Sea Fastening

PTS 37.19.11.10 Determination of Loads on Structures andSea Fastening During Barge Transportation

SOLAS International Convention for the Safety of Life

at Sea

STCW Standards of Training, Certification and

Watch Keeping for Seafarers


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TABLE OF CONTENTS

1.0 INTRODUCTION AND SCOPE.................................................................................. 11

1.1 INTRODUCTION AND PURPOSE .................................................................. 11

1.2 SCOPE ............................................................................................................ 11

2.0 PERSONNEL RESPONSIBILITIES ........................................................................... 11

2.1 PERSONNEL RESPONSIBILITIES .............................................................. 11

2.2 COMPANY SITE REPRESENTATIVE (CSR) / COMPANY MAN ................ 11

2.3 RIG MANAGER / BARGE OR WORKBOAT MASTER ............................... 12

2.4 POSITIONING SURVEYOR .......................................................................... 13

2.5 PETRONAS MARINE COORDINATOR ....................................................... 14

2.6 PETRONAS MARINE CONTROLLER .......................................................... 14

2.7 RIG / BARGE MOVER .................................................................................. 14

2.8 TOW / AHT/ AHTS MASTER ........................................................................ 15

2.9 MARINE INSURANCE / WARRANTY SURVEYOR ..................................... 16

2.10 OTHER PERSONNEL ................................................................................... 17

3.0 VESSEL CREW REQUIREMENTS ........................................................................... 17

3.1 MANNING ...................................................................................................... 17

3.2 COMPETENCY AND SCREENING .............................................................. 18

3.3 WORKING HOURS AND DAYS ................................................................... 19

4.0 VESSEL REQUIREMENTS ....................................................................................... 19

4.1 SELECTION PARAMETER........................................................................... 19

4.2 VESSEL AND BARGE AGE ......................................................................... 20

4.3 BARGE SPECIFICATION ............................................................................. 20


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5.0 RIG / BARGE MOVE .................................................................................................. 20

5.1 INTRODUCTION ........................................................................................... 20

5.2 REQUIREMENT ............................................................................................ 20

5.3 PRE MOVE PREPARATION / PLANNING ................................................... 21

5.4 ONSITE PRE MOVE PREPARATION .......................................................... 23

5.5 RIG / BARGE TOW ....................................................................................... 29

5.6 ARRIVING NEW LOCATION AND MAKING APPROACH .......................... 30

5.7 WORK BOAT / DIVING SUPPORT BOAT OPERATIONS .......................... 35

5.8 DRILL SHIP OPERATIONS .......................................................................... 37

6.0 TOWING ARRANGEMENT AND OPERATION ........................................................ 37

6.1 TOWING ARRANGEMENTS ........................................................................ 37

6.2 EMERGENCY TOWING ARRANGEMENTS ................................................ 38

6.3 TOWLINE CATENARY ................................................................................. 39

6.4 PASSAGE PLANNING FOR TOWING ......................................................... 39

6.5 INTER FIELD TOW .................................................................................... 40

6.6 TOWING WITH ANCHOR WIRES ................................................................ 40

6.7 DURING TOW PASSAGE ............................................................................. 40

6.8 LOCATION APPROACH ............................................................................... 40

6.9 SAFETY REQUIREMENTS ........................................................................... 41

7.0 MOORING EQUIPMENT ............................................................................................ 41

7.1 ANCHOR MOORING ARRANGEMENT ....................................................... 41

7.2 WINCHES / WINDLASS ................................................................................ 42

7.3 CLOSED CIRCUIT TELEVISION MONITORS (CCTV) ................................ 42

7.4 TENSION METERS ....................................................................................... 42


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7.5 FOOTAGE COUNTERS ................................................................................ 43

7.6 FAIRLEADS AND ROLLERS ....................................................................... 43

7.7 ANCHOR CABLES ....................................................................................... 43

7.8 ANCHORS ..................................................................................................... 44

7.9 PENNANT WIRES ......................................................................................... 45

7.10 ANCHOR BUOYS ......................................................................................... 46

7.11 SPRING BUOY .............................................................................................. 48

7.12 BUOY CATCHER .......................................................................................... 48

7.13 OTHER FITTINGS ......................................................................................... 49

8.0 ANCHOR PATTERN .................................................................................................. 50

8.1 DRAWING OF ANCHOR PATTERN ............................................................ 50

8.2 FACTORS TO CONSIDER FOR ANCHOR PATTERN ................................ 50

8.3 ANCHOR PATTERN APPROVAL ................................................................ 51

9.0 ANCHOR HANDLING OPERATIONS ....................................................................... 51

9.1 ANCHORING RESTRICTION ....................................................................... 51

9.2 ORIENTATION OF ANCHORS ..................................................................... 54

9.3 CONTINGENCY PROCEDURES .................................................................. 54

9.4 EXTENDED HOURS ANCHORING OPERATIONS ..................................... 55

9.5 ADVERSE / MARGINAL WEATHER PRECAUTIONS ................................ 55

9.6 TRANSFERRING ANCHOR FOR RUNNING ............................................... 56

9.7 RUNNING ANCHOR ..................................................................................... 57

9.8 DECKING OF ANCHOR ................................................................................ 59

9.9 CASTING OF BUOY ..................................................................................... 59

9.10 SOFT MOORING TO JACKET LEG ............................................................. 60


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9.11 PRE TENSIONING OF ANCHOR .............................................................. 61

9.12 ANCHOR RETRIEVAL PROCEDURE .......................................................... 62

9.13 PERMANENT CHAIN CHASER (PCC) SYSTEM ........................................ 63

10.0 SAFE WINCH OPERATIONS .................................................................................... 67

11.0 SAFE OPERATIONS ................................................................................................. 68

12.0 APPENDIX ................................................................................................................. 69


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1.0 INTRODUCTION AND SCOPE

1.1 INTRODUCTION AND PURPOSE

This standard provides the minimum safety requirements for all Offshore Marineactivities conducted at PETRONAS and JVs (with operational control) facilities and

installations. It shall be used in conjunction with local procedures, guidelines,

regulations and statutory requirements.

1.2 SCOPE

This Standard covers anchor handling, towing, mooring, securing and lifting for

Offshore Marine Vessels, including but not limited to, Pipe Laying Barge, Derrick

Barge, Transportation Barge, Accommodation Barge, Anchor Handlers, DynamicPositioning Vessels, Diving Support Vessels, Supply Vessels, Landing Craft (LCT),

Workboats, Tugboats, Survey Vessel , Harbour Craft, MODU, MOPU and Crew

Boats for domestic and international operations.

For international operation, these requirements are to be complied with in addition to

the specific requirement of local legislation.

2.0 PERSONNEL RESPONSIBILITIES

2.1 Personnel Responsibilities

The following describes the responsibilities of key personnel involved in the moving,

towing, mooring and anchor handling operations. During barge or work boat or rig

relocation and anchor handling operation these individuals will work in conjunction

with the other personnel to ensure that proper guidelines are followed and that the

necessary actions are taken by relevant personnel.

2.2 Company Site Representative (CSR) / Company Man

1) Is the designated PETRONAS representative onboard and as such is the sole

point of contact through which all rig/barge move notifications / exterior

communications will pass. In consultation with the relevant parties, he has the

ultimate authority to stop any unsafe operations from being carried out at site

2) To be accountable for PETRONASinterest for the safe and efficient operation

at site.

3) To promote HSE through implementing and leading good HSE practices at

work site to achieve incident-free operations.

4) Shall liaise with the Rig Manager / Rig Mover with regard to rig move, towing,

mooring and anchor handling activities.

5) Shall liaise with the Barge Master / Barge Mover/Work Boat Master and Marine

Controller with regard to barge move, towing, mooring, anchor handling and

work boat activities.6) Shall liaise between contractor rig / barge personnel and the PETRONAS


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management onshore.

7) Shall be responsible for accepting the vessels (Tow / AHT / AHTS) on / off hire

figures if applicable.

8) Shall be responsible for accepting the final position at the location.

9) To obtain Location Approval Certificate and an overview of infrastructure on

the seabed including verified information on sea bottom conditions and anyobstructions and disseminate this information to rig manager / barge master,

rig mover and marine controller.

2.3 RIG MANAGER / BARGE OR WORKBOAT MASTER

1) Overall charge of rig / barge / work boat.

2) Shall retain his overall authority during the period of a location move and will

decide when it is safe and practicable to commence the operations in

consultation with the attending Rig / Barge Mover or Marine Controller.

3) To ensure a continuous log of events is maintained.

4) To ensure the correct deployment of competent personnel to operate the

jacking system (for jack-up rig), winches and to connect / disconnect the towing

vessels.

5) To conduct Emergency Drills and Safety Meetings as required by regulatory

bodies and PETRONAS.

6) To ensure that the minimum manning policy is complied with regards to

separate marine personnel required for marine operations such as moving,

towing and anchor handling operations.

7) To ensure that all relevant authorities are informed of the move as appropriate.

8) To ensure all navigation charts and publications required for the move are

on board prior to commencement of the operations.

9) Shall ensure that all prerig move checklists have been completed and signed

off to his satisfaction prior to jacking down (for jack-up rig).

10) Solely responsible for the safety of the rig / barge / work boat and crew at all

times.

11) Responsible to the CSR for the correct deployment and direction of personnel

during all operations on deck and other areas as per this requirement.

12) To advise Rig / Barge Mover / Marine Controller accordingly for any changes

on the draft and trim of the rig / barge / workboat that may create a change in

her characteristic.

13) To execute anchor handling operation in a safe and professional manner in

accordance with the requirement.

14) To ensure the safety of client facilities such as platform, pipeline and etc. at all

times.15) To liaise with CSR in consultation with rig mover and marine controller before

any deviation from approved plan due to unforeseen circumstances that takes

place throughout the rig /barge move operation, as and when required.

16) To ensure that the mooring and anchor handling equipment are regularly

inspected, certified and remain in an operational condition at all times.

17) To adhere to the requirement on horizontal / vertical minimum

distances to installations and pipelines on the seabed for anchors and

anchor wires lines as per approved anchor pattern / plan.

18) To carry out / make available risk analyses.

19) To obtain verified information on sea bottom conditions and any obstructions.

20) To obtain verified weather and wave data.21) Establish communication, inform installation about the operation status at all


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times.

22) Endeavour to use dedicated Very High Frequency (VHF) channels for

communication between installations.

2.4 POSITIONING SURVEYOR

The Positioning Surveyor shall be responsible for supplying, setting up and

maintaining the survey equipment.

The Positioning Surveyor shall review the move procedures especially the positioning

tolerances, and will accurately log the units position and heading throughout the

move and anchor handling operations. He / she shall:

1) Prepare a report that captures all the important aspects of the positioning

operations.

2) Install, if possible, any and all required navigation packages on AHT / AHTS

prior to their departure from the present location

3) Responsible for providing constant data showing the position of the unit at all

times during the move and during anchor handling and ensure that all relevant

field data is displayed on the navigation display screens as appropriate.

4) To utilise Differential Global Positioning System (DGPS) to ensure that the

jacket, pipeline and anchors are positioned within the target area and corridor

as specified by PETRONAS.

5) The survey team onboard the rig / barge will operate the survey system to

monitor and guide the movements of the barge and anchor handling tugs and

ensure that safety zones around existing structures and pipelines will not be

entered by the rigs / barges anchors.

6) Liaise with the Rig / Barge Mover and Marine Controller with respect to

navigation equipment status and position confidence.

7) Perform system checks to prove navigation system confidence prior to

commencement of the move and at intervals during the move operation. Any

failures / shortfalls in navigation equipment must be immediately reported to

the Rig / Barge Mover and Marine Controller.

8) Ensure that all positioning systems on the unit and AHT / AHTS vessels are

operating correctly and highlight at an early stage any positioning problems

which could delay the operations or place any assets at risk.

9) Maintain detailed logs of all movements of the unit as advised by the Rig /

Barge Mover and Marine Controller.

10) Ensure that positioning equipment set up, operations and equipment

demobilization on the unit are carried out in a safe manner.11) Immediately report all survey related incidents to the Rig Manager, Rig / Barge

Mover and Marine Controller.

12) Check and endorse the final rig / barge position.

13) The scope of work of surveyor comprises of the following:

i. Provision of management facilities and survey related resources and

preparation of positioning and survey procedures.

ii. Provision of DGPS Position system. The DGPS system should be made

available both on the installation rig / barge and two associated anchor

handling tugs.

iii. Provision of Barge Management System (BMS) onboard the installationbarge, to continually monitor display and record barge position, and


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display barge and anchors relative to existing facilities.

iv. Provision of Tug Management System onboard the two (2) Anchor

Handling Tugs (AHTs) to continually monitor and display the Tug

position relative to anchor drop point, as prescribed from the rig / barge,

and permit all anchor drop and recover locations to be recorded

automatically on the rig / barge. Additionally to provide for control anddisplay at AHT position, heading and speed at all times onboard the rig /

barge.

v. All anchor drop and recovery positions to be recorded and plotted and

documented.

vi. Provision of the BMS Display to the winch operators for correct control of

barge position along the proposed pipeline. (for pipe lay barge).

vii. Provision of portable Ultra Short Base Line (USBL) acoustic

positioning system and mini beacons to track the position of a

Remotely Operated Vehicle (ROV) deployed from the barge and to

position subsea structures.

2.5 PETRONAS MARINE COORDINATOR

1) Responsible to approve anchor pattern for ongoing and upcoming projects prior

to commencement of anchor handling activities

2) Responsible to screen appointment of Marine Controllers for PETRONAS

3) Liaise with PMT Management on ongoing offshore activities on the need to basis

4) This position resides in the main office as part of the operational team

2.6 PETRONAS MARINE CONTROLLER

1) Shall be responsible to the CSR. He shall monitor and coordinate marine

operation at site is carried out in accordance with PETRONAS requirements.

2) To coordinate when it is safe and practicable to commence operations in

consultation with the Barge Master / Rig Mover/Work Boat Master and the

Tow/AHT/AHTS vessel Master with reference to relevant approved procedure.

Any deviation shall require approved Management of Change (MOC).

3) Responsible for ensuring all marine operations are carried out safely to

safeguard people, the integrity of all subsea facilities, assets and environment

including minimizing cost impact.

4) To adhere to the requirement on horizontal / vertical minimum distances

to installations and pipelines on the seabed for anchors and anchor wires

lines as per approved anchor pattern / plan.

5) In consultation with CSR and PETRONAS Marine Coordinator, Marine Controller

may approve changes to anchor pattern to suit current operational needs.6) To ensure that all the operation is adhered to planned procedures,

international and local regulations.

7) To provide information and updates on marine activities as required.

2.7 RIG / BARGE MOVER

The Rig / Barge Mover appointed are responsible for all aspects of the moving,

towing, mooring and anchor handling operation and as such his appointment should

be recorded in the logbook.

He shall be competent in all aspects of jack up (rig mover) movement including


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towing, afloat, stability, seaworthiness, navigation, appraisal of weather and passage

planning.

i. Shall have suitable jack up experience and a working knowledge of jacking

operations. (Rig Mover)

ii. Shall review the planned routing and highlight any shallow patches,underwater obstructions or hazards to navigation that may lie in or in the

proximity of the intended towing route.

iii. To discuss the towing route with the appointed towing vessels.

iv. To ensure the rig / barge is ready for tow by inspecting the following, but not

limited to; Sea Fastenings, Mooring Systems, Tow Equipment and

Arrangements, Stability and Load Distribution and Watertight Integrity Plan.

v. To be familiar with the details of the arrival location, water depth, soil

details, anticipated penetrations and recommendations detailed within the

Location Approval Certificate.

vi. To be familiar with the positioning detail of the new location; platform

configuration if applicable, details of position tolerances and potential platform

interference.

vii. To be familiar with the technical capabilities of the jacking system. (Rig Mover)

viii. To brief the anchor handling vessels on the procedures to be followed for the rig /

barge move.

ix. To execute anchor handling operation in a safe and professional manner in

accordance with the requirement.

x. To be responsible for the correct deployment of anchors associated with

the operations and should ensure that the equipment provided is fit for

purpose.

xi. To control the movement and actions of all vessels associated with the

operations after consultation with the Rig Manager and Marine Controller.

xii. To communicate with assisting vessels on VHF radio.

xiii. To ensure that any and all additional marine equipment provided for

mooring i.e. pennants, shackles, anchors, buoys, etc, are certified and

correctly recorded upon deployment together with the purpose for

which the equipment is deployed.

xiv. To ensure that all unused items of mooring equipment are correctly

manifested for return on completion of the operations.

2.8 TOW / AHT/ AHTS MASTER

The vessel Master(s) will at all times be responsible for the safety of their crew,vessel(s), and where towing, the safety of the tow.

1) The designated lead towing vessel will be responsible for the tow and routing

while underway and will give direction to any secondary vessel(s) involved in

the towing operation.

2) To have a clear understanding of the operations that they are to engage in

and have input at the pre move meeting or be advised of its content by the Rig /

Barge Mover / Marine Controller.

3) To confirm that all machinery and propulsion systems are operational /

available and that their vessels are adequately manned to carry out continuous

24

hour operations.4) To ensure their vessels are fully stocked with fuel, lubes and other essentials for


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at least 7 days continuous operation.

5) To ensure that crews, when working on deck, are suitably

dressed with the correct PPE for the job at hand; Hard Hat, Safety Boots, Safety

Glasses and a Life vest, etc.

6) To ensure that the appropriate navigation warnings are transmitted at regular

intervals throughout the passage, to warn other vessels of the rig / bargeposition and progress.

7) To continuously monitor water depth during the operations and at all times is

aware of vessel and tow draft relative to available water depth, sea height and

tide.

8) To report to the Rig / Barge Mover for any change in condition onboard his

vessel that may affect the operation.

9) Responsible for ensuring all move and anchor handling operation is

carried out in accordance to safe working practices and observe good

seamanship.

10) To ensure that all anchor handling equipment is tested, inspected and in

good order.

11) To maintain the rig / barge towed in a safe position throughout towing

operation.

12) To ensure that the equipment / machinery are regularly inspected, certified

and remains in operation condition.

13) To ensure compliance with the minimum manning requirements.

14) To ensure that planned operations shall be performed within current provisions

for working hours and rest periods.

15) To ensure that a safe Job Hazard Analysis has been performed in

accordance with the work specification.

16) To ensure that passage planning is carried out and made available prior

sailing out to location while on tow.

17) To comply to PETRONAS instructions to Masters of Marine vessels

2.9 MARINE INSURANCE / WARRANTY SURVEYOR

The Marine Warranty Surveyor, when in attendance, shall issue a Towage Approval

Certificate when he is satisfied that the unit is secured and ready for move

operations. He or she shall:

1) Monitor, approve and record the rigs transit stability as calculated by the Barge

Engineer. Ensure compliance with Marine Insurance.

2) Review all rig move procedures, the towing vessels and routing and provide

advice and comment as appropriate.

3) May carry out physical inspection on:

i. Internal and external of rig / barge.

ii. Cargo and its sea fastening.

iii. Tow / AHT / AHTS involved in towage operations.

iv. Documentation and certification of rig / barge and Tow / AHT / AHTS.

v. Review departure and arrival stability calculations.

vi. Review Operation Manual to ensure the unit is being operated within

criteria set out in the document.

vii. Review qualifications of personnel in command of the rig / barge and Tow /AHT / AHTS to ensure they are qualified to perform the work.


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2.10 OTHER PERSONNEL

2.10.1 Rig / Barge Engineer

The Rig / Barge Engineer will have the responsibility of ensuring the correctoperation of the units marine systems and equipment during the operations.

He or she:

1) To provide an Afloat Stability calculation prior to commencement of the

move and will provide stability calculations in the elevated and preload

conditions as appropriate ensuring that any changes to the loading and

distribution of weights upon the rig are accounted for.

2) Shall ensure the correct deployment of competent personnel and

establish good communication procedures between his personnel.

3) Shall ensure that all personnel are fully briefed on their duties and

responsibilities with regards to the operations.

2.10.2 Anchor Foreman

1) To ensure that anchor handling operation are carried out in a safe

manner.

2) To ensure that the barge mooring equipment is regularly inspected,

certified and remains in an operational condition at all times.

3) To ensure that anchor handling operations are carried out according to

approved anchor pattern.

4) To liaise with Barge Superintendent in all areas involving anchor

handling operations.

5) To liaise with Surveyor to ensure that anchor positions are in

accordance with approved anchor pattern.

6) To liaise with AHT Master and control all barges, AHT and anchor

movements.

2.10.3 Hoist Operator

1) To ensure that anchor hoist equipment is in good operation condition.

2) To monitor anchor wire tensions, footage counters and barge position

during all barge movements.

3) To ensure that barge remains on proposed route at all times.

3.0 VESSEL CREW REQUIREMENTS

3.1 MANNING

3.1.1 AHT for pipe laying or any activities that require 24 hrs operations for any

period of time 2 sets of crew, with a total of minimum 17 personnel (see

table 1 below). Chief Officer for night shift minimum 2 years experience in

anchor handling operations

3.1.2 Construction crew on board will follow requirements as per respective

contract

3.1.3 For dynamic positioning vessels As per IMCA minimum manningrequirement of 3 personnel for normal hours (1 x Master, 1x senior DPO, 1x


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junior DPO) / 6 personnel for 24 hrs operations as per Table 2 (DP

Operations for 24 hrs) below

Table 1 Day and Night shift crew on board the ship (24hrs operations)

No. DAY NIGHT

1 Captain Captain OR Chief Officer

2 Chief Engineer 1stEngineer

3 Officer Engineer

4 Engineer Officer

5 Bosun Able Bodied

6 Able Bodied Able Bodied

7 Able Bodied Able Bodied

8 Oiler Oiler

9 Cook

TABLE 2 DP OPERATIONS for 24 HRS

No. DAY NIGHT

1 Master with Senior DPO cert

2 Senior DP operator Senior DP operator

3 Junior DP operator Junior DP operator

4 Electronic Technical Officer (ETO)

3.2 COMPETENCY AND SCREENING

Vessel crew shall meet the competency requirement as per STCW 1995StandardTraining Certification for Watch keeping, issued by International MaritimeOrganisation (IMO), as amended to Manila Convention 2010.

A screening process is required to address and verify the following requirements:To verify that the crew engaged is capable to carry out the job

To ensure that the documentations are valid

To ensure that the person is familiar with the job and possess the necessaryskills and experience

To ensure the understanding of PETRONAS policies

PETRONAS contract holder shall ensure:

i. The Master and the senior officers must have a minimum of two years oil and gasexperience.

ii. For those with less than 2 years in oil and gas industry shall be subjected to thefollowing mitigations upon approval by PETRONAS top management: (a)familiarisation exercise by doubling up that position for a period of minimum 2weeks OR (b) engaged in a lower position until he acquires the 2 yearsrequirement. Assessment during familiarisation exercise shall be conducted bythe Master in command.

iii. The Contractor shall provide the required documents to the contract holder whichincludes but not limited to - medical report, certificate of competency (deckofficer/engineers as per STCW 1995 as amended to Manila Convention 2010),certificate of watch keeping (able seamen, oiler), certificate of recognition forforeigners (discharge book, curriculum vitae, basic rigging and slinging training(deck crew), , food handling (cook), offshore safety passport and (if required)helicopter underwater escape training (crew change using helicopter)

iv. The Manager of the contract holder shall be accountable to approve theacceptance of the vessel crew


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3.3 WORKING HOURS AND DAYS

Working hours /rest hrs to comply with PTS Management of Fatigue in theworkplace, Section 3.6 Seafarers, with the following requirements. The limits on

hours of work or rest shall be as follows:

Maximum hours of workshall not exceed:i. 14 hours in any 24-hours period; and

ii. 72 hours in any seven-day period.

or

Minimum hours of rest shall not be less than:

i. 10 hours in any 24-hours period; and

ii. 77 hours in any seven-day period.(ILO convention no.180, article 5)

Hours of rest may be divided into no more than two periods, one of which shall be atleast six hours in length and the interval between consecutive periods of rest shall notexceed 14 hours.

i. Marine crew

(a) Field Support vessel (at location standby vessel)including barges a maximum of 60 days onboardand minimum of 10 days leave

(b) Sector run vessel including drilling support vessel,a maximum of 90 days onboard and minimum of 10days leave

ii. Construction60 days maximum on with a minimum of 1 week break on land

4.0 VESSEL REQUIREMENTS

4.1 SELECTION PARAMETER

The selection procedure for the anchor handling tugs is important for the work to

proceed as planned.

The following parameters shall be considered in determining a suitability of vessel

specifications:

i. Towing:

1. The size, type and characteristics of the vessel to be towed.

2. The geographical area of the move with particular reference to weather

patterns or hazards and navigational difficulties.

3. Probable duration of tow.

4. The availability and conditions of towing vessels for the operation.

5. Propulsion availability on the tow.

6. Commercial pressure such as value of the tow, necessity to meet particular

deadlines, time to prepare the tow and for the voyage.

ii. Anchor Handling:

a) Water depth and bottom conditions at the mooring site to determine the

vessel and winch power.

b) Estimated maximum sea / swell height, wind force and current to determine

the vessel size, engine and thruster power.


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c) The type and weight of anchor to be used to determine size of roller and

deck space.

d) Method of deployment either by permanent chaser or buoyed system

to determine winch power, drum capacity, stopper size and type.

e) The need to run piggy back anchor to determine deck space and pennant

storage capacity.f) The need to handle extra chain to determine locker capacityand gypsy

size.

g) Barge / rig winch type and pay out speed.

h) The need to run specialized mooring, combination support or preload

to determine deck space, work drums, storage reel capacity and numbers

of combination stoppers.

4.2 VESSEL and BARGE AGE

Contract - The age of vessel/barge shall not be more than 15 years at the end of

charter period for a long term charter (contract one year & more), and not more than

25 years for a short term charter (less than one year).

Refurbished Vessels/Barges(more than15 years old):

A vessel/barge of 15 years or more that has undergone a complete and extensive

refurbishing within the last 5 years. The refurbishing shall include where applicable,

but not limited to, accommodation, complete overhaul/change out of engines,

winches or anchor handling winches, rotating equipment, new electrical system ,new

plumbing, new safety facilities and equipment, cleaning and re-coating of all tanks

and the like. The barge must be certified by the Classification society/Flag State as

deemed fit for duty (see Appendix 3). Refurbished barges shall be for short termcontract only.

4.3 BARGE SPECIFICATION

Any modifications from the original design, i.e. pontoon/dumb barge to pipe lay/ crane

barge or work barge shall be re-examined and approved by Classification Society. A

new certificate of class shall be issued based on the new specification.

5.0 RIG / BARGE MOVE

5.1 INTRODUCTION

This section describes procedures for rig move for Jack up, Tender and Semi

submersible rig. It also includes procedures on barge movement when performing

various engineering works at offshore facilities.

5.2 REQUIREMENT


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In protecting PETRONAS interest and to ensure safe and efficient operation, the

presence of PETRONAS Marine Controller onsite is required prior to the execution of

anchor handling operations and other high risk activities deemed fit.

The following activities but not limited to, should have the presence of PERONAS

Marine Controller:1. Anchoring activities in restricted area

2. Approaching platform

3. In field towing

4. Barge crawling within the field and in the vicinity of other barges and other

subsea facilities; and

5. Salvaging operations within 500 meters of gazette area and/or close proximity

to subsea facilities

The requirement for Marine Controller is optional for Dynamic Positioning 2 (DP2)

operated vessel and above (e.g. DP3, DP4, etc)

5.3 PRE MOVE PREPARATION / PLANNING

Rig / Barge move preparation / plan shall be carried out by the rig/barge owner and

approved by PETRONAS Project Manager / Contract Holder.

In preparing a rig / barge move, the rig / barge owner shall consider and carry out

the following:

1) Time of the move and duration of stay in the new location with emphasis on

expected weather and tidal conditions.

2) All towing vessel have sufficient consumables i.e. Fuel, lubricating oil,

hydraulic oil, drinking water and food for intended duration of the move plusa 25 % reserve.

3) Sub-sea survey report - any shallow gas, seabed obstructions, nature of the

bottom and expected penetration.

4) Towing route plan taking into account prevailing weather, navigation aids en-

route, proximity of shoals and other navigation dangers, towing draft, and a

contingency plan to cater for deteriorating weather, equipment/machinery

failure and port of refuge.

5) Prepare anchor patterns for approval for new locations, taking consideration of

departure from present location.

6) Any requirement for divers or ROV.

7) Presence of other marine units in the vicinity8) Stability calculation to be carried out to confirm capability to carry out the

intended job.

9) Pre-Move meeting attended by all interested parties.

10) Rig/barge owner/contractor shall ensure that the rig/barge owner is onboard

prior to commencing operations

11) Vessel requirements as per Section 4 of this document

12) Complete the Pre-Move Plan. Any pre-move checklist must be completed and

signed off prior to commencing of the actual move.

5.3.1 Additional Preparation / Planning for Jack up Rig Move


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i. Positioning the rig: For open location Tolerance, type of fix, night

restrictions.

For jacket move - The distance from and angle to the jacket is derived at

after considering the anchor pattern, previous rig entry, coverage ofwells to be drilled and clearance of spud-cans from jacket legs and

pipelines at the rig should be 'square-on' to the jacket where possible.

(Minimum distance from rig to jacket is not less than 1.524 m or 5 feet.)

ii. Standby locations - a surveyed area where the rig can soft pin/ jack

down. It is preferable to soft pin the rig in front of the jacket/platform at the

approach side where deployment anchors are feasible.

iii. Previous rig visit to the jacket - type of rig, position, leg penetration,

foot prints. Partial coverage of spud cans of different rig types can caused

serious damage to the re-entry spud cans/legs

iv. Diving requirements - to clear debris, inspect spud-cans, and inspect spud-

can clearance from pipelines, old footprints or other obstructions.

v. Designated anchorage area must be pre-sweep surveyed to ensure no

present of debris. If the survey has been done more than 6 months, the

area need to be re-surveyed.

a. Rig Heading Open Location

The rigs heading is determined after considering the following:

i. Winds should carry escaping and flared gases away from the

living quarters.

ii. Helicopters will want to approach into the wind when landing

and taking off.

iii. Supply vessels generally moored to the leeward side of the rig.

iv. Effect of swell and strong currents on supply vessels

difficulty to maintain position if they are from the beam.

v. Drilling mast should not shield the radio antenna from the

shore or transmitting station.

b. Open Location Marking (if applicable)

When the rig is moving into an open location, a set of markers are

deployed to assist in the approach and positioning.

When a night approach is expected, the location and heading

markers shall be lighted.

The location marker, heading markers and anchor position

markers are all incorporated into the approved anchor pattern.

The present and utilization of positioning equipment to be made

available on board (both on rig & tow vessel) for the barge/rig

movement, complication of final entry to the intended location. As such

the deployment of markers is optional.

c. Contingency Plan


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During the pre-move meeting onboard the rig,the pre-determined jack

down location must be announced to the Rig mover and

rig personnel, should this be required during the move.

Among the items to be considered are:

ii. Possible shelter areas.

iii. Localities where the rig may jack down in an emergency.

iv. Availability of other vessel en-route.

v. Rig's draft under various weather conditions.

vi. Port of refuge

5.3.2 Additional Preparation / Planning for Tender Assisted Rig Move

i. Each Tender Assisted Rig has its own Standard Anchor Pattern. The

patterns are basically similar but there may be slight variation in the angles to

suit a particular tender.

ii. Anchor patterns shall be drawn in such a manner that shifting of anchor

will be kept minimal when moving to or from rigging position and approved

by PETRONAS Approving Authority.

iii. The tender will be positioned for rigging up/down such that the crane will

have maximum reach.

a. Odd configuration of the platform which may be part of a complex.

b. Limitations of the crane reach.

iv. Position of the tender in drilling position is fixed by the platform heading

(for platforms specially built for Tender Assisted Rigs).

v. Requirement for a heavy lift crane barge to carry out the rigging up and/or

down where necessary.

vi. Requirement for flattop material barges. Although most tenders have the

capacity to transport their own drilling equipment, experience has shown

that it is more practical to transport the bulk of these equipment using flattop

barges during moves.

vii. Prepare anchor patterns for rigging down positions at old location, rigging

up position/s and drilling position at new location.

viii. Any requirement for soft moorings.

ix. Any requirement for spring buoys.

x. Any requirement for piggy back anchors.

5.3.3 Additional Preparation / Planning for Barge Move

i. Any requirements for soft moorings.

ii. Any requirements for spring buoys.

iii. Any requirements for piggy back anchors.

iv. Any requirements for diving assistance.

v. Designated anchorage area

5.4 ONSITE PRE MOVE PREPARATION


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5.4.1 Jack up Rig

a. Preparation for Departure from Present Location

For jack-up rigs, anchors are run for the purpose of pulling the rig off a

jacket or for maintaining her position while retrieving legs in a restrictedarea.

The rig personnel shall ensure that towing, mooring and anchor handling

equipment including spares are onboard and in a state of readiness.

Prior to commencing anchor handling operations the Rig Mover shall carry

out the following:

i. Evaluate the immediate and forecasted weather condition.

ii. Ascertain that all marine crafts are on location.

iii. Call a meeting with all the personnel involved in the move.

iv. The final procedure for the forthcoming operations shall be

discussed and agreed by all at this meeting.

v. Inspect anchor handling / towing equipment on the vessels.

vi. Inspect anchor mooring gears on the rig.

vii. Check communication systems.

viii. In considering the suitability of weather condition for

commencing operations, it is prudent to request the anchor

handling vessel to stand off the rig where its motion can be seen

as it experiences the full sea condition. A dummy run on a buoy by

the vessel may help provide a better appraisal of the situation.

b. Running Anchors at the Old Location and Lowering Hull

After completion of drilling and back-loading activities, anchors are

recommended to be run at the earliest opportunity.

During anchor handling, all activities on the rig, including use of

cranes, should be ceased and concentrated on this operation

alone.

All jacking activities are carried out by the rig personnel. Jacking of rig

should cease while passing/connecting tow wire or anchor handling.

c. Running Anchors and Connecting Towline

There is no particular sequence for running the anchors from a

stationery rig. In some congested complexes, the anchor

handler may not be able to approach close enough to pick up

the stern anchors. A smaller vessel may then be required to run

out the anchor wire or pennant to the anchor handler.

Upon dropping, the anchors shall be tensioned up to ensure that they areholding thereafter all wires shall be slackened off. Connect up the


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towline to the tug and keep it slack. It is preferable that the tow wire to be

transferred to the lead tug when the rig is at about 10 feet air gap.

d. Lowering Hull

Once the rig is secured the hull will be lowered if sea condition

permitting. If anchor handling operation and towline connection could

not be carried out earlier then the ideal time to do so is when the hull is

about 10 feet from the water.

It is easier and safer to handle anchors at this level then when

the rig is at its working air-gap. If anchors had been run earlier

then this is the time to do the final tensioning to confirm that the

anchors are holding thereafter should they be slacken off.

As the hull is being lowered, pick up the slack on the anchor wire to

maintain about 20 kips tension (varies with strength and direction of the

wind and current).

When the hull enters the water minimum to submerge the sub bottom

tanks (about 6 feet draft), a physical watertight integrity check shall be

carried out.

e. Freeing Legs

The hull is lowered to a few feet below the floating draft to create additional

buoyancy for freeing the legs. The legs are usually freed one at a time. In

the deeper penetration location, jetting while pulling legs shall be carried

out. Once the leg is free, the leg usually not retrieved completely until all

the legs are free.

Prior to jack the legs/spud cans clear of sea bed, all anchors are tensioned,

tow tug to be on minimal power and ready to receive instruction from rig

mover.

Time taken to free the legs may be almost immediate or may take a few

days depending on the penetration.

It is prudent to make a final check on the wind and current to determine the

resultant direction in which the rig may lie as the last leg is coming free.

f. Moving Out / Off Jacket

The tug shall pick up the slack on the towline as the last leg is

being freed. Excessive tension on the towline is unnecessary.

Once the legs are clear from the sea bottom, the tension on the anchorwires alone will pull the rig clear.


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In pipeline congested areas the anchor pattern may be such that the rig

maintains its position as the legs are being retrieved.

g. Anchor Recovery

When the rig is well clear of the jacket, anchors shall be

retrieved. In order to maintain continuous control of the rig there shall be

a proper anchor recovery sequence.

In deciding the anchor recovery sequence and the direction in which

the tug should lay, consider the following:

i. After having decided on which anchor to recover last, slack on the

others to check the rig behaviour.

ii. Recover the anchors that no longer hold the rig.

iii. Avoid placing the rig immediately upstream of the jacket.

iv. Avoid running the rig over the anchor wires.

v. Keep anchor handling vessel away from the tug to avoid fouling

and collision.

vi. The critical stage is in retrieving the last anchor especially

if there are obstructions downstream of the rig. In this

situation the tug shall hold the rig upstream while that last anchor

is being retrieved.

vii. Once the anchor is clear from the bottom the tug will tow the

rig clear at slow speed until the last anchor is racked (or wire

retrieved if that anchor is disconnected).

h. Alternative method to Departure from existing location (Platform)

i) A primary towing vessel shall be connected to the tow bridal

ii) Additional tow to be connected to the secondary towing wire

5.4.2 Tender Assisted Rig / Barge

a. Preparing for Departure from Old Location

The rig personnel shall ensure that towing, mooring and anchorhandling equipment including spares are onboard and in a state of

readiness.

Prior to commencing anchor handling operations the Rig mover shall

carry out the following:

i. Evaluate the immediate and forecasted weather condition.

ii. Ascertain that all Marine crafts are on location.

iii. Call a meeting with all the personnel involved in the move.

iv. The final procedure for the forthcoming operations shall be

discussed and agreed upon at this meeting.v. Inspect anchor handling/towing equipment on the vessels.


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vi. Inspect anchor mooring gears on the tender.

vii. Check communication systems.

b. Recovery of anchors Leaving Present Location

Recovery of anchors shall commence as soon as rigging down is

completed. Again suitability of weather conditions should be assessed.

If there are anchor wires under the bridge, then these anchors should be

recovered first with the tender just clear of the platform.

Move the tender well clear from the platform and commence anchor

recovery.

In order to maintain continuous control of the tender there shall be a

proper anchor recovery sequence.

In deciding the anchor recovery sequence, consider the following:

i. After having decided on which anchor to recover last, slack

down on the others to check the behaviour of the tender. The

situation may change with changing wind and current.

ii. Recover the secondary anchors first.

iii. Ideally it should be planned in such a manner that the first anchor in

will be the last anchor out and vice versa. This is to avoid crossing

and fouling of pennants.

iv. With the secondary anchors recovered, the riding' anchor will be

clearly established.

v. Recover the anchors that no longer hold the tender.

vi. Connect up the towline when at least two anchors are still down.

vii. Avoid placing the tender immediately upstream of the jacket.

viii. Avoid running the tender over the anchor wires.

ix. Keep anchor handler/s and tug away from each other to avoid

fouling and collision.

x. The critical stage is in retrieving the last anchor especially if there

are obstructions downstream of the tender.

xi. In this situation the tug shall hold the tender upstream while the

last anchor is being retrieved.

5.4.3 Semi Submersible Rig

Semi submersible rig move preparation / precaution are almost similar with

the tender assisted rig move operation as describe earlier, additional points to

note are:

a. De ballasting

a. The rig shall be de-ballasted from the drilling draft to the transit

draft by emptying ballast tank and maintain about 1 degree oftrim by stern to aid in removing all water from these tanks.


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b. De-ballasting operation takes between 4 hours to 10 hours where

rigs draft will be reduced from 19.8 m (65 feet) to 7.62 m

(25 feet); the time taken varies between one rig to another.

c. Rig Manager will ensure during the entire operation the calculatedKG will always be less than the allowable KG taking into

consideration the free surface effect of the lower hull tanks which can

cause an appreciable increase in KG.

d. Slack tanks should be kept to a minimum. It is always the case

that all upper tanks are empty first before proceeding with lower

hull tanks.

e. At the transit draft, racking of anchors to the anchor racks are

visible to the rig mover on deck.

f. The sitting of anchor racks is designed to locate near the water line

when the rig is afloat at her transit draft.

b. Recovery of Anchors Leaving Present Location

1. The anchor recovery sequence is dependent upon current, sea

and wind conditions. As a general rule, it is advisable to leave

one bow and one stern anchor as the last anchor.

2. This should effectively maintain the rig in position, with one

anchor lying upstream and the other downstream to the

prevailing environmental loading.

3. Some of the Semi-Submersibles rigs still use the conventional

steel mooring buoys and pennant wire attachment to anchors as

a method for anchoring and deployment.

4. However, in view of the Semi-Submersible rigs operating in

deeper water, most of the rigs adopted the Permanent

Chasing Systems .

5. In principle, a permanent chasing system is an arrangementwhereby a chaser is permanently fitted on each anchor wire.

c. Anchor Recovery Wire / Chain Chasing Procedure

To properly use a chaser, the anchor handling tug must have

sufficient power to strip the wire/chain and recover the anchor.

The tugs work wire length must be sufficient to care for the

prevailing water depth she is going to operate.

To retrieve an anchor that has already been set, the following


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procedure should be used:

1. Anchor handling tug steams close to the rig, connects chaser

assembly to her work wire.

2. As the tug moves away, pay out work wire as the anchor

wire/chain is stripped until a total length of work wire equal to 1.5 to 2times the water depth is being paid out.

3. Tension the anchor wire/chain up to 200-250 Kips to assist in stripping

the wire/chain.

4. Anchor handling tugs master ascertains when the chaser has been

seated onto the shank of the anchor. Inform the rig before

proceeding to breaking out of anchor.

5. Anchor handling tug should move away from the anchor

maintaining his tension. The rig windlass operator should slack off

wire/chain tension to 150-200 Kips during breakout.

6. After break out the anchor wire/chain is retrieved with the rigs

windlass until the anchor is racked.

7. Return the chaser and the pennant wire back to the rig.

One problem associated with permanent chasers arises when the

ground cable of a mooring leg becomes deeply buried.

In that event, when recovering anchors, the chaser itself goes

underground. It then becomes necessary for the tug to back up

over the point where the chaser is buried and attempt to lift it

and the cable clear of the seabed and lower it down once again.

Repeat the chasing once again. If the pennant wire for the

permanent chasing system parted, then recourse must be made to the

use of the Shepherds Crook (J Chaser) which every Semi Submersible rig

possess.

Tow line should be connected when the rig left with the last two

anchors. Once the last anchor is clear from the bottom the tug

will tow the rig at slow speed until the last anchor is racked.

On arriving at new location anchors are deployed as per approved

plan.

5.5 RIG / BARGE TOW

1. The rig / barge is underway once the last anchor is lifted off the

bottom. However the Rig / Barge mover shall continue to maintain control of

the operation until the anchor handling vessel disconnects the last pennant or

anchor wire.

2. The rig is then 'On Tow' and the Rig / Barge mover shall clearly inform the

Tug master.

3. If no anchors are run then the jack-up rig is 'On Tow' when the last footing is


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cleared from the seabed.

4. When the rig is 'On tow' the responsibility of the tow rests with the Master of

the tug. Approved passage plan shall be adhered at all times.

5. During the tow the angle of roll and/or pitch should not exceedthose shown on the rigs critical motion curve. In the event these

limits are approached, the tow course and/or speed must be altered as

necessary to keep the units motions from exceeding these limits.

6. Positions will be requested from the lead tug as required. Positions will be

plotted on a navigation chart in order that any possible hazards may be

identified. The rigs overall draft shall be communicated to the lead towing

vessel. A visual/radar watch is to be maintained by the lead tow vessel and

attending towing vessels and targets which may endanger the tow shall be

plotted

7. Where risk of collision is deemed to exist then action should be taken

according to the International Rules and Regulations for the Prevention of

Collisions at Sea.

8. The lead tow vessel will be responsible for transmitting radio navigation

warnings on VHF and MF at suitable intervals throughout the course of the

tow.

9. The tow passage ends upon arrival off the new location. However, the rig is

still "on tow" until the first anchor is dropped.

10. Table 4.1 shows Towing Average Speed using towing vessel with bollard

pull matched to tow type in weather condition where wind speed is between

15-20 knots and sea height not more than 3 meters from ahead.

Type of Tow Towing Average Speeds

Twin hulled semi-submersible at transit

draft

5.5 to 6.0 knots

Triangular jack-up unit (Three legged type) 4.0 to 5.5 knots

Four leg jack-up 3.5 to 4.5 knots

Barges with beam to length ratio 4-5 or

shaped bows

5.5 to 7.0 knots

Barges with square hull 2.5 to 4.5 knots

Table 4.1 Towing Average Speeds

5.6 ARRIVING NEW LOCATION AND MAKING APPROACH

5.6.1 Arrival


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1. On arriving off the new location, the tug will shorten her

towline, reduce her speed and commence to align her for

the final approach.

2. Approach to the stand

off location near the platform forthe commencement of mooring operations shall not be made

until:

3. Permission has been received to enter the 500 meter safety

zone from the platform OIM.

4. The Manager and the Operators Company Representative

have granted their permission.

5. Weather forecasts have been obtained and a weather

window has been identified of sufficient duration to allow for

uninterrupted operations until the rig has been located in a

safe condition.

5.6.2 Jack up Rig

1. The rig shall establish a standoff location (approximately 100m off

the platform clear from any obstruction) and where anchors will be

deployed to assist in the final move alongside the platform.

2. The tugs will be located to the Rig Movers requirements, such that

he may hold the rig steady at the standoff location, within tolerance,

while the spud cans make contact with the sea bed.

3. Contact between the spud cans and the seabed will be arranged to

occur at a period of minimum tidal flow when the combination of the

prevailing environmental forces (wind, tide, current) do not adversely

affect the control of the unit and allow for accurate positioning.

4. Once the required position has been achieved at the standoff

location, the hull will be jacked to a minimal draft/air gap and

towing vessels redeployed/reconfigured as directed by the Rig

Mover to facilitate running of the units anchors.

a. Running Anchors at New Location

1. At the new location it is a standard practice to use anchors

for positioning the rig in open location and end-on to jackets.

The rig mover may choose to hold the rig in position by using

three tugs in open location as long as the BMS equipment on

board the tug and slave equipment on the tug & anchor

handlers.

2. Prior to any anchor handling operations the Rig Mover

and PETRONAS Marine Controller will hold a pretask

meeting to outline the proposed operation and coverany unusual aspects of the job including hazards that may


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exist.

3. The condition of the anchor winches, both mechanical

and electrical, will be checked prior to arrival on the

proposed location and confirmed as being in operable

condition.

4. Where checks reveal that the equipment is not operating

to specifications, the Rig Manager and Rig Mover shall be

notified immediately.

5. The Rig Engineer will have ensured that the winches,

spoolers and fairleads have been properly lubricated per

manufacturers recommendations prior to commencing

operations.

6. Anchor winches will be run for the deployment and recovery

of anchors and for the positioning of the rig in accordance

with established procedures and manufacturers

recommendations.

7. Personnel designated to operate the winches will have a

have a working knowledge of winch operations.

8. Winch operators will ensure that a hand held radio with spare

battery is available at all times during anchor running /

positioning operations.

b. Dropping Anchor

1. A debris clearance and seabed features survey shall be

carried out prior to this operation to identify any existing

pipelines, subsea structure and obstruction.

2. All personnel involved in anchor running operations should

familiarize themselves with the locations of these lines

and structures prior to engaging in operations.

3. To avoid incident during this phase of operations, all anchorswill be decked on the AHTS prior to running and will remain on

deck until such time the AHTS is over the proposed final

position for the anchor being handled.

4. If AHTS does not cross any pipeline or any seabed facilities,

she has an option to hang the anchor at stern roller

5. Anchors will be deployed from the standoff location to

the positions as per approved anchor pattern.

6. As each anchor is set, the anchor wire must be tensionedto winch near stall in order to prove that the anchor is

holding. If the anchor drags, it should be recovered and


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redeploy.

7. When all anchors have been set to the satisfaction of the

Rig Mover they will be tensioned up and the towing vessels

will be reconnected in readiness for refloating the hull.

c. Moving the Rig with Anchor

1. The hull will be lowered to 2.44 - 3.05 m (8 10 feet) draft

and watertight integrity rechecked.

2. When watertight integrity has been confirmed, the unit will

be refloated and the spud cans retracted from the

seabed to a position of approximately 5 feet off bottom.

3. The rig will then be maneuvered under strict control and

with extreme caution into final position utilising the anchor

winches with the towing vessels assisting the operation as

required by slacking the forward winches and taking up

slack on the aft winches until such time the unit is

positioned within tolerances and to the satisfaction of the Rig

Mover.

4. It is recommended that this operation should be carried out

at slack water and when the environmental forces are not

setting the rig onto the platform.

5. The control of the movement of the unit while

positioning alongside the platform shall be the

responsibility of the Rig Mover who will liaise closely

with the PETRONAS Marine Controller.

6. All communications and instructions to winch

operators, assisting vessels and the units jacking control

room during the positioning operation, shall be given,

controlled and coordinated by the rig mover.

d. Raising Hull and Preloading

1. When in the final position the unit will lower the legs to

tag bottom. The hull will then be jacked up to the position

required to carry out preloading operations. In anticipated

punch through location, preloading may be carried out in

water/draft to prevent extreme punch through.

2. Prior to commencing preload operations, the positioning

survey contractor shall confirm that the rig is leveled

in both the

longitudinal and transverse planes and that the position

is acceptable.


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e. Retrieving Anchor

1. On dumping the last pre-load, disconnect the towline and

commence recovering anchors.

2. It is safer and more practical to carry out anchor

handling operations when the hull is close to the waterline.

3. Like in other anchor handling operations, all marine activities

on the rig, including use of cranes, should be concentrated

on this operation alone.

4. On recovering of all anchors, the Rig mover releases the

vessels marking the end of his role in the rig move.

5.6.3 Tender Assisted Rig

a. Arriving New Location

1. On arriving off the new location, the tug will shorten her

towline, reduce her speed and commence to align her for the final

approach.

2. On the final approach the Rig mover shall liaise closely with the

Tug master to guide the tow into position.

3. Being on different ends of the tow, the Tug master and the Rig

mover will have different perspective which tow should be used

to its full advantage.

4. Approach is always best with the weather by taking advantage of

the wind and current for a better control.

5. At the new location the tender will set up at the rigging-up

position first.

6. Anchors are deployed as per approved plan. Running and

dropping anchors are similar to jack up rig as describe in

5.6.2.a and b.

7. After setting all the anchors, the wires shall be tensioned up to

about 40 kips. This constitutes the initial part of anchor pre-

tensioning.8. Move the tender alongside the platform for rigging up.

9. If more than one rigging up position is required shifting of the

tender shall be carried out in a control situation by keeping

sufficient member of anchor down at all times.

10. On completion of riggingup, the tender shall move to the drilling

position.

11. A standard sequence is as follows:

o Pull the tender clear from the platform.

o Move the tender using anchors only.


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5.6.4 Semi Submersible Rig

Arriving preparation / precaution are similar to the jack-up rig in relations to

running and dropping anchor as described in 5.6.2.a and b. Additional point

to note is:

a. Ballasting

1. Ballasting is carried out in order to take the rig from a

transit draft (floating on the pontoons), to the drilling draft

(floating on the columns).

2. The general method is to trim the rig to an even keel

condition and ballast down to required draft.

3. While ballasting the rig to the stage when the lower hulls

and tubular cross braces becomes awash, the stability is

greatly reduced; therefore, special attention is to be given

to stability

checks of the rig between the drafts of 7.62 - 10.67 m (25 -

35 feet).

4. The free surface effect of the lower hull tanks and/or the

upper tanks can cause an appreciable increase in KG. As a

guide, the most favourable ballasting is achieved by keeping

the number of slack tanks to a minimum.

5. Semi-submersibles rigs, while in the process of ballasting /

de-ballasting are known to list suddenly due to improper

ballast procedure being followed.

6. On completion of ballasting, the duties of the Rig mover

are deemed to be completed. Anchor handlers vessel shall

be released.

5.6.5 Barge

The approved methods for the execution of various barge move are almostsimilar with the rig move operation described earlier. Safe move and anchor

handling operations are primarily dependent upon the observance of proper

seamanship practice and adherence to approved plan.

5.7 WORK BOAT / DIVING SUPPORT BOAT OPERATIONS

1. Work Boats / Diving Support Boat may form part of a barge spread or

may work independently. Inspection of these vessels shall be conducted

before coming on hire and at regular interval to ensure that they maintain their

integrity.


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2. Work boats shall be equipped with a 4 point mooring system

independently and their duties quite often require them to moor alongside

platforms and jackets. The vessels may moor to a two point or a four point

mooring depending on various

circumstances.

5.7.1 Two point Mooring

1. This operation generally involves the laying of two bow anchors to

hold the vessel into the weather, while the stern is secured to the

platform/jacket with soft moorings. The bow anchors shall not be

run over pipelines if chain anchor cables are used.

2. All the relevant preparation as mentioned earlier shall be

complied with prior to carrying out a two point moor.

3. The following is a general guideline on the execution of a two point

mooring without the assistance of an anchor handler. The Master of

the vessel however, must be guided by the prevailing weather

conditions when executing this operation:

(a) The first anchor position is approached with minimum headway.

(b) The first anchor is let go and the anchor wire/chain is allowed to

run. The vessel slowly heads towards the second marker buoy

location.

(c) At the second marker buoy location, slacking of the first anchor shall

be stopped. The second anchor is then let go. The workboat works her

stern towards the jacket/platform while adjusting on both anchor

wires/chains.

(d) When approximately 30.5 m (100 feet) away from the structure, the

vessel is brought up to her anchors to ensure that both anchors are

holding.

(e) Once it has been ascertained that the anchors are holding, the

vessel continues to back up towards the jacket. At this stage, the rescue

boat/zodiac may be used to run the mooring lines to the structure.

5.7.2 Four point Mooring

(1) This operation involves the deployment of both bow and stern anchors.

This type of mooring maintains the position of the vessel more effectively

than the two points mooring. Four points mooring is generally used when

carrying out soil boring activities and when working alongside the smaller

jackets and vent stacks when:

a) There is frequent need to pull in and out of the platform due to

engineering/safety constraints e.g. venting.b) There is expected prolonged stay at a location.


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c) Consistent heavy weather is expected.

d) Soft mooring to the jacket/vent (structural engineer to be consulted and

approval given).

(2) Anchor handling assistance will be required when running four points

mooring close to a jacket.

(3) The main disadvantage for a work boat moored to four points is her

dependence on an anchor handler. She will not be flexible to change her

heading as in a two point mooring with an advantage change in weather

direction.

5.8 DRILL SHIP OPERATIONS

i) Drill ship is vessel that has been fitted with drilling equipment. It is normally use

to explore for oil and gas in deep water. The greatest advantages of this

modern drill ships have are their ability to drill in water depth of more than 2500

meters and save time moving from one location to another.

ii) Modern drill ship was equipped with own propulsion and thruster system together

with advanced dynamic positioning system that make it totally independent

without having to rely on towing vessel for moving to another location and

for the deployment of mooring system to stay at an location.

6.0 TOWING ARRANGEMENT AND OPERATION

6.1 TOWING ARRANGEMENTS

6.1.1 Towing Arrangement on Rigs and Barges

Towing arrangement on rigs and barges shall comply with the general requirements

and Marine Warranty Surveyor (MWS) requirements.

A typical towing arrangement shall consist of followings:

i. Two towing SMIT type brackets, one on each side on the bow. This type of bracket

allows for a quick release in an emergencyii. 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.

iii. The chain bridle meets at a triangular plate (Monkey face). The angle between the

legs shall not exceed 60 degrees.

iv. A pennant wire complete with sockets (usually referred to as the Towing

Pennant) connected to the other end of the triangular plate. This pennant shall be

about 23 m or 75 feet in length.

v. The end of the Towing Pennant will have a compatible size safety shackle. This

shackle is for the purpose of connecting to the tug's towing wire.

The completed assembly shall be inspected and approved by PETRONAS appointedMarine Warranty Surveyors


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Figure 6.1 Towing Arrangement for rig / barges

6.1.2 Towing Arrangement on Tug

The typical towing line arrangement on the tug shall consist of, but not limited to:

i. A tow pennant of 23 meter in length. The size of the tow pennant should be

equal or bigger than the main tow wire. The use of nylon stretcher is not

allowed.

ii. A towing wire of 915 meter in length. The size of the wire shall be compatible

with the vessel bollard pull, minimum breaking strength being 2 times the

maximum static bollard pull of the vessel.

iii. Tow bar, gob-line, towing pillar or other arrangement to keep the towline in

position and to prevent girding the tug.

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

is likely to occur.

v. A complete spare set of the above equipment must be readily available on the

vessel.

Figure 6.2 Towing Arrangement for AHT/AHTS

6.2 EMERGENCY TOWING ARRANGEMENTS

SMITTYPE TOWING BRACKET

SMITTYPE FAIRLEAD

RECOVERY W RE

LEADING TO A WINCH

TOWINGPENNANT (75)

SAFETYSHACKLES

TRIANGULAR PLATE(MONKEY FACE)

45 TO 60

CHAIN BRIDLE

TRIANGULARPLATE TOW PENNANT(75)

SHACKLERECOVERYWIRE

MAIN TOW WIRE

CHAINBRIDLE


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1. In addition to the main towing arrangement, every rig or barge shall be fitted

with an Emergency Towing Arrangement.

2. This emergency arrangement may be similar to the main towing

arrangement or may consist of a single SMIT bracket/chafe chain/pennant

system fitted at the same or other end.

3. For recovery, a pick up rope (10" x 150' buoyant synthetic rope) shall be

connected to the towing pennant. At the end of this pick- up rope will be a pick-up

buoy.

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

inter-field tow. It is for the purpose of keeping the barge/rig in a safe

position while the main towline is being reconnected.

6.3 TOWLINE CATENARY

1. Towline catenary varies with the length of the tow wire, tug horse

power/bollard pull, resistance of the tow, speed, and water depth and sea

state.

2. A proper catenary is one of the most important controllable factors of

the tow. An ideal catenary is able to minimize the shock loading imparted

on the towline. Adequate vertical clearance from the seabed must be

maintained to avoid damage to tow wire.

3. When the tug and the tow are influenced by wave action, considerably

higher inertia occurs. Magnitudes of such loads increase as the towline

stretches. The combinations of load and stretch result in energy absorption

by the towing gear. Energy absorption and dissipation on the towing gear is

a continuous cycle when towing in heavy seas.

4. A minimum length of towline is needed for directional control, to get the rig

out of the tug's wake and to prevent the tug from being overrun by the

rig/barge. The usual length of towline used for inter-field tow is between 610

meter and 760 meter.

6.4 PASSAGE PLANNING FOR TOWING

1. Passage planning has to be developed prior barge move taking into account

the safest and economical route and that is approved and reviewed by

Marine Coordinator or in some circumstances a third party warranty

surveyor may present for insurance purposes.

2. The passage plan must indicate abort point, no go area and contingency

plan for any emergency. The passage route shall be verified against the latest

updated TOPO data

3. Before commencement of tow, all towing equipment and arrangement hasto be inspected by third party surveyor and towing certificate issued.


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6.5 INTER FIELD TOW

For inter-field/in field tows, the barge / rig shall be towed from a fix bridle

arrangement as described under Section 6;item 6.1.1 Towing Arrangement on Rigsand Barges..

6.6 TOWING WITH ANCHOR WIRES

For short tows (less than 10 nautical miles and in good weather condition), a barge

may be towed on the anchor wire. It should be noted that when towing on an anchor

wire the 'dog' or 'pawl' on the wire drum must be engaged to ensure that the wire

does not slip and to prevent damage to the winch. Anchor winch gear clutch must be

disengaged.

6.7 DURING TOW PASSAGE

1. The responsibility of the tow shall rest with the tug master at point when

last pennant wire or anchor wire is disconnected or in case only one AHT

involved when last anchor is retrieved and clear of the bottom at

departure point, throughout the passage and until the time first anchor

is dropped at final location.

2. The towing vessel shall advise the Marine Controller and Barge Master on

the length of towing wire to be deployed or any alteration to that length

as well as engine power settings at all stages.

3. During passage the tug master must continuously monitor the t

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