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    Operation of Offshore Supply & Anchor Handling Vessel

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    Operation of Offshore Supply & Anchor Handling Vessel

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    es) The Nautical Institute OPERATION OF OFFSHORE SUPPLY AND eles) :s HANDLING VESSELS A Practical Guide for Deck Officers Captain Peter R. Maudsley, FNI OPERATION OF OFFSHORE SUPPLY AND ANCHOR HANDLING VESSELS Captain Peter R. Maudsley, FNI (Younger Brother of Trinity House) 16 MAR 2006 Sponsored by the UAE Branch of The Nautical Institute INDEX INTRODUCTION iN ii + Hixorcl mekround ii «Offshore drilling operations oe PLATFORM SUPPLY AND ANCHOR HANDLING VESSELS © Platform supply vessels © Anchor handling supply vessels © Commercial picture MANOEUVRING Ship handling © Berthing and un-berthing, «Rivers and estuaries ANCHOR HANDLING © Rig mooring systems © Anchor handling equipment © Recovery of semi-submersible anchors ‘© Running anchors Permanent chasers © Recover after pennant failure Back up anchors Lay down pennant Bruce anchors Handling chain JACK-UPS © Critical factors Positioning TOWING Control of the tow wire Connecting the tow The towing operation Fuse wires and towing springs Slipping the tow in an emergency Tow wire maintenance Page 4 Page 9 Page 19 Page 25 Page 49 Page 52 CARGO WORK Working practices Securing of deck cargoes Dangerous goods and pollutants Tubular deck cargoes Bulk Cargoes Problems associated with bulk powder tanks Base oils, brines and muds, OFFSHORE MOORING Techniques ‘Tying up to a lay barge MANAGEMENT Past history Today's scene Masters and Chief Engineers - required knowledge Examples of new age companies Integrated management systems Record keeping, Watch keeping organisation and fatigue STABILITY Reserve buoyancy and the effects of trim Stability tanks SPECIAL OPERATIONS Basket transfers Laser range finding APPENDICES, 1. Typical weights for offshore tubulars and associated equipment 2. Typical weights for offshore containers aay Stowage factors for bulk powders Wire ropes Conversion tables ‘Tow wire catenary calculations Bibliography Statutory Instruments Merchant Shipping Notices Page 68 Page 72 Page 81 Page 84 Page 86 Platform supply vessels Platform supply vessels range from older vessels of 1,000 deadweight tonnes to those of today that may reach 5,000 dwt plus, With few exceptions they are all able to carry a similar range of cargoes, if not a similar quantity, These cargoes include: marine gas oil, potable water, drillwater, brine, oil based mud, water based muds, bulk powders (cement, barite, bentonite) and deck cargoes. Cargo decks are timber clad in order to protect the steel underneath and to increase the friction between the deck and the cargo, This additional friction reduces the likelihood of cargo ‘movement when the vessel is rolling. Most vessels have a crash barrier down both sides of the cargo deck to provide a protected space behind which the deck crew can shelter from the cargo. The crash barrier also provides a convenient avenue down which to run the bulk, discharge lines. Some PSVs have cargo decks constructed as a steel sided hopper, possibly with timber uprights to protect the steel plates. These vessels have sentry box entries for the crew to shelter in and walkways on the top. There are pros and cons for each design and personal preference is probably the deciding factor for championing any particular type, The hopper- style of cargo deck is less likely to ship seas than the conventionally decked supply vessel and gives the crew some additional protection from the elements. In securing bulk cargo hoses, the crew is higher above the sea and less likely to be hit by a wave. However the crash barriers on: the other design of vessels give more places to run to for taking cover than a vessel with a hopper design. A crew member having more options as to where he can run to, may take cover ‘more quickly and therefore be able to escape from danger faster. The crash barrier also allows mariners to access the deck from a protected walkway in more places than ig the case with the hopper. There is also more space on vessels with crash barriers at the after end for landing bulk hoses. My personal preference is for the crash barrier. ‘Anchor Handling Supply Vessels Anchor handlers are generally multi-role vessels with all the cargo capabilities of PSVs, together with all the equipment necessary in order to assist in towing and positioning large) floating structures and for positioning their anchors. Anchor handlers may be identified by their| large steel stern roller and by the steel deck sheathing aft. The roller and sheathing are designed to allow anchors and other sub-sea equipment to be hauled more easily onboard the vessel and then to be pulled around on the deck. Anchor handlers tend to have a much greater| horsepower than PSVs in order to be able to satisfy their primary role, As technology has) moved on, so the power of the anchor handler has increased and vessels with less than 8,000 bhp are considered to be small. Medium sized vessels are 8,000-10,000 bhp, whilst the largest | are tow above 16,000 bhp and 14,000 bhp is common. Correspondingly, bollard pulls have increased to 160 tonnes plus. Towing and anchor handling winches of 300 tonnes pull are) ‘common with multiple drums 10 Anchor Handling General ‘Of all the jobs that mariners do, anchor handling surely must be the most dangerous, It is much safer now than it was fifteen years ago due to the introduction of new equipment, such as sharks jaws and hydraulic towing pins. Even allowing for these advances, anchor handling is sill a hazardous occupation. On the first page of this publication I have quoted Ken Appleby al monograph, the words he wrote on supply vessels are doubly true when considering the work of an anchor handler. ~ It is now possible for Plan ofan anchor handlers str FE seve many modern anchor handlers to answer Quarter pins | virtually every demand placed upon them. The siuisjaw | Size and power of these new vessels enable their officers to operate them in heavier seas than those in which the deck crew can safely work. Vessels often find themselves anchor handling in force 8 winds and their associated seas. Wooden deck | This ability to exceed the sheathing safe working limits now places an additional Work wire burden on the Master when he has to decide 1 when to work and when : not to work. If the vessel Towing winch | cannot physically do what is required of it, the erwinch | decision is already made. Now the Master has no such excuse, he is forced to make his decision and he has little alternative but Pennant reel | to get it right. To shy off too soon may risk losing the charter and in so doing damage both his and his —_vessel’s reputations, However, for ‘2 Master to push the game too far, risks the death or injury of his crew and perhaps others and also damage to his vessel or the rig. In deciding if the conditions are workable or not it is a useful exercise to approach the rig and then lie stern to the weather whilst gauging the sea state. This has the benefit that the rig crew can also see the conditions. As a rough guide, a J e “\ 7 \ E é der aby the eis toes var All equipment should be inspected prior to use and where it is relevant the equipment should ‘be provided with a current test certificate. It is known for wire lassoos to be made up from old sugger wires, this is an unsafe practice and these lassoos should not be used. Lassoos should be made up from new certificated wire and scrapped at the first sign of wear. Purpose made Jassoos with chain inserts are preferable to those without, but are harder to cast. Seastaff required to work on the deck of an anchor handling vessel must be given adequate training and must be proven to be competent prior to being allowed to work without strict supervision, There is a duty of care on the organisation to have suitable recruitment, induction, training and placement systems for providing vessels with crews. There is also a duty of care ‘on Masters to ensure that the staff assigned to their vessels are competent. Prior to any anchor handling or towing operation, the vessel Master should discuss the ‘operational requirements with the Tow Master of the installation and produce a plan of action. ‘This action plan should consider all potential operational risk and when finalised it should be communicated to all the crew members involved with the operation. Where there is any doubt bout the competence of a crew member, he should be only given those tasks that will allow bis competence to be fully assessed. These tasks should be of a nature that do not give rise to undue risk to himself or any others, Where there is a recognised training requirement this too should be planned. ‘Anchor handling is an arduous and exhausting task that may continue for many hours without a significant break. Consequently all crew members should be given as much rest as possible prior to the start of the operation, Emergency signals should be discussed and understood prior to the commencement of the ‘operation. For an emergency situation necessitating the crew to clear the deck, rapid blasts on the whistle may be sounded. Where a crew member on deck sights a danger he may yell “DANGER - CLEAR THE DECK” and he should continue to shout it until all deck crew are in safe positions. Act all stages of an anchor handling operation the installation must be kept informed Rig Mooring Systems Primary rig mooring anchors are usually in the region of 15 tonnes of various types, although she author has seen anchors (Delta Flippers) of up to 40 tonnes used. Anchors are usually attached to chain cable by large “D” shackles. Where a wire is used in the place of chain, a socket and swivel arrangement may be used to secure the anchor. On many occasions, Piggyback anchors are used to support the main anchor in holding the bottom and supporting she tensions placed upon the system. Pennant wires are usually 60mm or 65mm steel cored swires of 200, 350, 500 or 600 feet in length. Pennant wire strings are made up to be 70 to 100 feet longer than the maximum water depth. This additional length of wire allows the surface buoy to be decked without taking the weight of the anchor on the lassoo. Connecting shackles in the buoy riser system are usually 55 tonne SWL bow or “D” shackles of the nut and bolt ‘ype, secured by split pins. The correct sized split pins sould always be used. Welding rods should never be used. As mooring equipment is recovered from the water or used in a mooring system, a continuous loz should be maintained. The charterer hires a great deal of his sub-sea mooring equipment and as a result requires to keep track of each item used or returned to the hire company. The anchor pattern on semi-submersibles varies for each of the different designs of rig. Number I anchor is usually the port anchor off the port forward leg on a rectangular structure, or off the forward leg on a triangular structure, Each other anchor clockwise from number I anchor to starboard. It is always a good idea to check the anchor pattern with the rig and to produce a sketch prior to the start of the operation. Having a sketch will assist the vessel during operations in the dark and should ensure that it is not necessary to keep questioning the rig Anchor handling equipment numbered in sequence 4 ! Client supplied equipment required for anchor handling operations will be provided either from 4 the shore prior to the vesse!’s sailing or will be passed down from the rig as required. Buoys, pennants, piggy back anchors and other associated equipment should be stowed away from the | working area and secured from movement until required. Newly issued pennant wires are supplied coiled and banded and must be flaked out prior to use. The practice of shackling the end of the coil on to the work wire and allowing it to uncoil over the stern should be avoided as this may cause kinking in the wire. Each coil of a pennant wire should be rolled out. ‘The provision of equipment by the client or charterer will not relieve the Master of his responsibility to ensure that itis fit for purpose. A vessel's own standard tools and equipment will vary from Master to Master. The following list is provided as a guide to possible requirements: Suggested tools and equipment 1 1 2 or x J Hook (shepherds crook) Grapnel (anchor handling) Galvanised iron 2 gallon buckets Pocketed canvas bags set of Oxy Acetylene burning gear Welding plant Angle grinders Hydraulic | tonne Jack Coil of 12mm point fine (Heavy, less likely to be washed away - for storing small gear when working on deck), (May be hung on the crash barrier) (with spare bottles of gas and burning nozzles. Hose should reach the stern) (Capable of being used anywhere on deck) (For lifting or moving heavy wires and shackles) Coil of 24mm polypropylene 12” and 18” Marlin spikes 5° Crow bars 14lb sledge hammers ib sledge hammers 14Ib lump hammers 2ib Ballpane hammers 36” Stilson wrenches 24” Stilson wrenches 18” Stilson wrenches 1” Cold chisels, Cold chisel sets (Similar to a road drill with a wire handle) 30” bolt cutters sets of drift punches 1/2” Kenter link punches 8” pliers Hacksaws with spare blades Lead Kenter link pellets Pelican hooks and suitable wire pennants Devils claws for 3144” chain Carpenters stoppers each for 65mm wire, 70mm wire and 76mm wire Aluminium boathooks 1 1 2 2 2 2 4 2 2 2 2 a 2 2 2 1 a 4 MMMM 5° small link chain slings (for stoppering off wires and allowing them to be heaved around) 2 x 10 tonne snatch blocks (For use with the tugger winch) 1 x Spare tugger winch wire 4 x Buoy lassoes (32 mm with hard eyes and length of chain in middle, Total length 40°) 2 x 120 tonne SWL shackles (Crosby - bow, nut and bolt) 6 x 85 tonne SWL shackles (Crosby - bow, nut and bolt) 6 x 55 tonne SWL shackles (Crosby - bow, nut and bolt) 2 x 25 tonne bow shackles 2 x 10 tonne bow shackles 12 x split pins for each of the sizes of shackle 4 x Bulldog grips each for 22mm, 65mm, 70mm and 7Smm wire (it is a wise precaution to have at least two of most items of equipment in case one is lost. during the operation.) Recovery of semi-submersible anchors ‘An anchor handler that is required to lift an anchor will be informed of the anchor’s identity by a number. The officer in command of the vessel should assure himself that the buoy is correctly identified before commencing to lift it. Numbers on anchor buoys are seldom correct and usually bear no relation to the anchor below. Anchors should therefore be identified by their geographical location, Many anchor handlers are now provided with specialist navigational packages for the duration of the operation to assist in accurate anchor identification and position fixing, pare Bee WO'6L1 WO'¢8T “EN SEAS LST oryowys uo, $8 apjoeys UOL $s —> | f cus ‘Vessel rotates to ‘Se Vessel moves bodily to starboard Direction of Bow thruster wash Azimuthing thrusters remove the requirement for rudders and pull or push the vessel in the

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