BSP Marine Procedures MP106 Rev 2

Brunei Shell Petroleum Company Sendirian Berhad

BSP-14.05.Procedure-106

MARINE PROCEDURES MODULE 6 LOCATION MOVES

T HIS DOCUM ENT DES CR IBES T HE PROCEDURE F OR M ODU/ MOU/ W ORK BARG ES AND WORK BOAT M OVE S, ANCHOR HANDL ING OPERAT IONS

Revision 2

Owner:

David Low (SMR/2)

Author:

David Low (SMR/2)

(Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)

Marine Procedures Module 6 Location Moves Marine Procedures Module 6 Location Moves

BSP-14.05.Procedure-106 , Revision

Revision Record REV 1 2

REVISION DESCRIPTION

DATE

Revision and re- issued of previous document BSP.14.05- Procedure- 007 Revision and Updates of previous document BSP.14.05 – Procedure 106

Nov 2004 Dec 2009

This document is not considered HSE critical and this revision shall have a maximum validity of five years after the last revision date. Beyond this, it must be assessed for relevance and re-validated in accordance with: 

Document Control (BSP-02-Procedure-001)

Suggestions for further improvement in this document should be sent to the Document Owner. Distribution The document owner is responsible for distribution control. The original electronic version is stored in LiveLink and accessible via BSP OnLine web site. Paper copies are not controlled documents. Notice and Warning Copyright  2004, Brunei Shell Petroleum Company Sendirian Berhad This document is the property of Brunei Shell Petroleum Company Sendirian Berhad (BSP), Seria KB3534, Negara Brunei Darussalam. Circulation is restricted to BSP and its designated associates, contractors and consultants. It must not be copied or used for any other purpose other than which it is supplied, without the expressed written authority of BSP. Except where provided for purposes of contractual requirements, BSP disclaims any responsibility or liability for any use or misuse of the document by any person and makes no warranty as to the accuracy or suitability of the information to any third party. Any misuse of the document is redressable by BSP.

BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 2 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)

Formatted: Header, Space Before: 0 pt, Tab stops: 2.95", Centered



CONTENTS 1

INTRODUCTION........................................................................................................... 45 1.1 1.2 1.3

2

Planning the MODU/ Barge Move Introduction Notification to Move Seabed Surveys Anchor Patterns Pre Move Meetings

1112 1112 1112 1112 1314

MODU Barge Preparations Readiness for Anchor Handling/ Towing AHT Preparations

1415 1415 1416

ANCHOR HANDLING OPERATIONS........................................................................ 1718 5.1 5.2 5.3 5.4 5.5 5.6 5.7

6

56 56 810 810 910 910 911

MOVE PREPARATIONS MOU/ AHT ......................................................................... 1415 4.1 4.2 4.3

5

General Responsibilities Sailing Instructions Marine Control and Instructions to Masters MODU Tendering and Employment MODU Mooring and Towing Equipment Specifications Anchor Handling Tug Specifications

PLANNING MODU BARGE MOVES ......................................................................... 1112 3.1 3.2 3.3 3.4 3.5

4

45 45 45

MODU/ MOU LOCATION MOVES- GENERAL .............................................................. 56 2.1 2.2 2.3 2.4 2.5 2.6 2.7

3

Purpose Scope Terminology

Anchor Handling Operations General Anchor Handling Operations AHT Anchor Handling Operations MODU/ MOU Mooring Tensions Handling of Anchor Wires by GP Boats Shallow Water Anchor Handling Deep Water Anchor Handling Operations

1718 1718 1920 2021 2122 2223 2527

APPENDICES ........................................................................................................... 2628 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10

Pre- Move Meeting Minutes Tow Masters/AHT Checklist Retrieval and Deployment Checklist for Anchor Wires Rig Move Report Rig Move Notification Remote Positioning Procedures Jack Up Pre Move Meeting Minutes Jack Up Move Report GP Boat Set Up on Deck of GP Boat for the Passing of the Anchor Wire. MOU Move MOPO

2628 2931 3032 3234 3436 3537 3638 3941 4143 4244




1


INTRODUCTION

1.1 Purpose The purpose of this module is to describe the operation for planning, moving and relocating a MOU (Mobile Offshore Unit), Workboat and Barges at any location within the BSP concession area. The module will describe and explain the interface and working responsibilities between the departments and marine resources including the Anchor Handling Tugs (AHT), MOU, Workboats and Barges involved in these operations. The module is written to primarily assist the Master of the AHT, Barge Master, Work Boat Masters and the Tow master in performing these roles in a safe, efficient and cost effective manner with due regard for professional seamanship, and as required by International, Brunei and Industry and EP standards. The module will describe the role and responsibility of the Master and other involved parties, describing the interfaces of marine operations involving other BSP departments. References to associated marine activities are described within the principal and supporting Marine Operations Modules.

1.2 Scope Marine Procedure Module 6 defines and includes the role and responsibilities for : Anchor Handling Tug Supply Vessels (AHTS) and Anchor Handling Tug (AHT), Tow master, DSV, Tool Pushers, Geomantic Surveyor and Mobile Offshore Units (MOU), Workboats and the relevant parties involved in the planning, movement and relocation of the above MOUs anywhere within the BSP concession area. For workboat operations, refer to Marine Procedures Module 10.

1.3 Terminology Abbreviations, terms and references used frequently in this and other management system documentation are defined in the: Management System Glossary (BSP-02-Guideline-003) Terminology specific to this document is given in the table below:

ABBREVIATION/T ERM

MEANING

AHTS AVT BMS RP CLASS

Anchor Handling Tug Supply Vessel Automatic Vessel Tracking System Barge management System Remote Positioning Classification Society rules and regulations governing the construction and seaworthiness of a marine vessel Company Site Representative Differential Global Positioning System Company Drilling Supervisor on Offshore Drilling Rigs. Emergency Co-ordination Centre International Maritime Organisation Landing Craft Type Vessel International Convention for the Prevention of Pollution from Ships Mobile Offshore Drilling Unit Mobile Offshore Unit Platform Support Vessel – Straight Supply Single Buoy Mooring Brunei Shell Marine Department Safety of Life at Sea Senior Operations Supervisor Brunei Shell Radio

CSR DGPS DSV ECC IMO LCT Vessel MARPOL MODU MOU PSV SBM SMR SOLAS SOS VSL




2


MODU/ MOU LOCATION MOVES- GENERAL

2.1 General Nothing contained in these procedures is to be construed as superseding the joint responsibility of the Supply Vessel Master and installation SOS or the BSP Drilling Supervisor (DSV) for the safe conduct of the operation. If any party, the Master, SOS or the DSV, believes the operation cannot for whatever reason be done safely, the operation shall not be started or continued. Refer also to:  - Marine Procedures Module 1 – section 2.4 – Controlling Authority. The responsibility for the safety and operation of a mobile offshore drilling unit (rig) or mobile offshore unit lies with the rig owners and their appointed representatives on board at all times.

2.2 Responsibilities 2.2.1

Senior Operations Supervisor (SOS)

The SOS is the ultimate Brunei Shell authority aboard a platform complex who gives permission for the entering, moving, anchoring and mooring of vessels and Mobile Offshore Units (MOU) within the platform general safety zone (500m). When a vessel or MOU is connected to the larger complexes this authority extends to these vessels. He is ultimately responsible for the safe conduct of cargo and passenger transfers between vessels and platforms in his area of control.

2.2.2

Drilling Contractors Toolpusher (OIM)

The Toolpusher or Offshore Installation Manager (OIM)is the owner’ s representative and is overall responsible to the rig manager for the safe operation of the rig. He must endorse the decision to commence rig move operations according to the approved plan, following consultation with the BSP drilling supervisor, SMR tow master and the insurance representative (if applicable). Responsible for ensuring that the MODU is prepared correctly for the rig move. Responsible for the seaworthiness of the rig as advised by the Tow Master/Barge Master and Warranty Surveyor Responsible for the daily work, safety of personnel on board and PTW carried out correctly. Work list prior to commencement of Jacking down duties and correct deployment of personnel to conduct the operation. Shall establish satisfactory communication between all personnel involved in the jacking and mooring operations.

2.2.3

Barge Master/ Engineer

The Barge Master/ Engineer is responsible to the Toolpusher (OIM) for the marine operations of the rig including stability, watertight integrity, lashing and securing of rigs equipment and the readiness of mooring and towing equipment. He directs the rig personnel in the execution of the move interfacing with the tow master to provide the assistance and personnel required to enable the tow master to complete the move in a safe and efficient manner. He is responsible for the safe conduct of the rig operations involving the transfer of all cargo between a supply vessel and the MODU/ MOU. The Barge Engineer shall communicate directly with the master of the supply vessel prior to mooring of the vessel and remain in contact with the master throughout the mooring operation. The Barge Engineer shall ensure that radio communication is maintained between himself, the crane driver, the deck crew of the MODU/ MOU executing the operation and the supply vessel' s captain. Co-ordinates with winch operators, AHT and Tow master whist running / retrieving anchors and soft pin of MODU. Pull Rig / Barge into final position using the Anchor Winches Advice / liaise with Tow master when the Rig is ready to tow out (after the Jack Up legs are clear from the seabed) BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 5 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)



2.2.4



BSP Drilling Supervisor (DSV) / CSR

The BSP drilling supervisor/ CSR is the company representative on board and is responsible for the company' s interests. He liaises between the drilling contractor' s/ Construction or Maintenance personnel and the Drilling Engineering/ Campaign Department. In the case of a self- elevating MODU, he accepts the final position of the drilling unit with reference to the new well location, as advised by the owner’ s representative.

2.2.5

Marine Offshore Operations Supervisor – (Tow Master – SMR/2X)

The SMR Tow Master is the BSP Marine Advisor to the Contractor Toolpusher (OIM) of the MODU. The BSP Tow Master co- ordinates the moves the MODU in accordance with the approved rig move plan. His duties include, but may not be limited to the following: 1. *Please note that the overall responsibility of the MODU still lies with the Tool pusher/OIM

Formatted: Bulleted + Level: 1 + Aligned at: 0" + Tab after: 0.25" + Indent at: 0.25", Tab stops: Not at 0.5"

2. He is responsible for controlling the movement and the operation of all assisting marine crafts in the anchor recovery operation, tow between locations (inter field tows), anchor deployment operations and preserving from undue risk on pipelines, platforms and subsea installations which may be affected by the rig move operation. 3. Advising, planning and producing the rig move plan for the operation, and obtaining approval for the rig move plan from the Toolpusher/OIM and Rig Manager 4. Carries out inspection and confirmation of assisting vessels scheduled for the move and the rig equipment are all properly prepared. 5. Briefing of masters (AHT, GP Boat, Dive Support etc) on the conduct of the rig move operation. 6. Initiate the transfer of command from coordination of barge movements to the Tow Vessel Master whilst enroute and take over when moving into the BSP field 7. Interface between the assisting vessels and the barge engineer. 8. Advising the contractors Toolpusher/ Rig Superintendent of defects in the rig' s marine equipment and the required action to overcome these defects. 9. In the case of a self- elevating MODU, assist in the positioning of the rig to the satisfaction of the drilling supervisor and owners representative. 10. To advise the BSP’ s Head of Marine Operations on the progress of the rig move operation and of any changes to the rig move plan which may be required in particular circumstances during the rig move. 11. Close liaison with the insurance representative to ensure all intended actions are agreed and approved by him. 12. The SMR Tow Master in consultation with the MODU’s OIM will decide when it is safe and practicable to commence operations within the limitations of the MODU’s Operations Manual and the BSP MOPO.

2.2.6

Third Party Tow Masters and Marine Resources

During Rig Moves where 3rd Party Tow Masters and Marine resources are employed directly by the MODU, the SMR Marine Operation Supervisor’ s role/ responsibilities will be as follows: 1. To coordinate BSP supplied marine logistic pool resources 2. To provide local knowledge of the area with regards to the holding ground/ tides/ currents/ etc 3. To review and approve Anchor handling Procedure/ Methodology with the 3rd Party Tow Master 4. To verify that all anchor positions are within criteria set out in the Marine Procedures BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 6 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)





5. To brief and inspect all vessels involved in the Anchor Handling Operations 6. To coordinate and hold a pre- rig move meeting with all parties involved in the rig move 7. To ensure that the agreed rig move plan and Marine Procedures are being adhered to. 8. To ensure that appropriate navigational warnings are promulgated. 9. Will decide together with the Contractors Tow Master when it is safe and practicable to commence operations within the limitations of the MODU’s Operations Manual and BSP MOPO.

2.2.7

Insurance Representative (Warranty Surveyor)

The insurance representative may be present during rig move operations and is responsible to the underwriters for their interest in the rig. The insurance representative will always be present on a self-elevating MODU during rig move operations. He will monitor, approve and record the unit' s stability calculations, endorse the rig move plan, inspect the towing vessels, rig equipment. Operations shall not commence without his approval. He may exercise a power of veto where the interest of the Insurance Underwriters is compromised.

1. Responsible to monitor the operations throughout the rig move 2. To ensure that all operations are conducted within the terms of the Certificate of Location


Approval and advise the Tow Master on any matters, which he considers prejudicial to the insurance risk covered. 3. Responsible for the issuance of towage approval certificates and approve the nominated towing vessels for the rig move.

2.2.8

TSM/1 Survey Representative

1. He shall ensure that all digital map data on the positioning systems on the rig and the AHTs during the rig move operation are fully up to date and operational. 2. At any stage of the operation he must highlight to the BSP Tow Master if he feels that the seabed assets maybe at risk. 3. He shall check and endorse the final rig and anchor positions. 4. He shall prepare a report to capture all the important aspects of the positioning operations. 5. He shall organise the working schedule to ensure continuity in the positioning systems. 6. To ensure the BMS system on board the Rig/Barge and AHT is in working condition prior the Rig/Barge move and during the operations 7. Monitoring and reporting to Tow master / Barge master position of the Rig/ barge and course line of AHT whist running / retrieving anchors in relation to pipelines, cables, corals and any obstruction. 8. Confirming clear of pipelines and any obstruction prior dropping the anchors and retrieving anchors. 9. Monitoring and reporting to Tow master / Barge master position of AHT in relation to pipelines / cables / any obstructions whist passing anchors / pennant wires to the Rig / Barge 10. Monitor and reporting to Tow master / Barge master on the distance to platform and any obstruction moving in and out of location 11.

Responsible for the relevant field data to be displayed on the navigation screen

12. Will make system checks to prove reliability of the navigational equipment prior to commencement of the rig move. (Also at regular intervals) 13. Will report immediately any failures/shortfalls in the navigational equipment to the Two Master and Shell Representative 14. Will maintain detailed logs of all movements of the MODU during transit until the unit is safely jacked up and accepted in a safe position at the new location.




2.2.9



Stern Team

1. Monitoring and report to control tower (OIM / Tow Master) the distance off platform whist pulling in and out of location


2.2.10 Winch Operators 1. Under the supervision of Barge master/ OIM 2. Knowledge of anchor wire length pay out when pay out meter is not working


3. Must be competent in the winch operation and safety systems, functions and limitations. Vessel and MOU Owners shall be able to demonstrate necessary training has been given to Winch Operators.

2.2.11 AHTS Master 1. Responsible for the safety of their vessel and where towing, the safety of the tow. 2. To ensure that proper navigational warnings are issued at regular intervals


3. Responsible for all anchor handling operations and that they are carried out in a safe manner with due regard to safe working practices and good seamanship

4. The Master of the lead tow vessel to be liaison vessel/master to the Two Master 5. During the tow to freshen tow wire at appropriate intervals in order to avoid chafing and damage to the tow wire.

6. Lead tug to ensure sufficient room for the vessel to manoeuver (clear from platform and any obstructions)

7. Monitoring the course line clear from cables or water pipelines whilst running or retrieving anchors

8. Deck anchor when crossing pipelines and cables 9. Static run or run under tension for anchor wires crossing cables or water pipelines 10. To confirm with surveyor prior dropping anchors 11. Supervise and monitor Safety of crew onboard 12. To comply with SMR anchor handling procedures

2.2.12 AHTS Chief Engineer 1. To be familiar with the Emergency Release Mechanisms of the Anchor handling/Towing Winch, where a quick release is fitted on the winch, personnel should be familiar with its operation and effect 2. To be familiar with eth operation of the Mechanical wire Stopper 3. Maintanence and Testing of all wire stopper, winch emergency releases and associated gear including emergency systems to be recorded in the vessels PMS.

2.3 Sailing Instructions After consultation with the Marine Department, sailing instructions will be issued to AHTS and AHT by BSP transport scheduling department (STL) by radio, normally on EMM Ch. 2. The MODU’ s will be advised of marine resources, which have been allocated to their unit.

2.4 Marine Control and Instructions to Masters Masters and all other parties involved in marine operations are required to read the followings:  - Marine Procedure Module 101 - Marine Control and Emergency Response.  - Marine Procedure Module 102 - Instructions to Masters of Vessels on Charter. BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 8 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)





 - Marine Procedure Module 105 - Supply Vessel Operations. These modules detail a number of general marine activities, applicable to anchor handling operations described in this module. In particular the importance for maintaining effective control and communications with all involved parties, offshore and onshore.

2.5 MODU Tendering and Employment Drilling Engineering Department (TSW) is responsible for the tendering of all Mobile Offshore Drilling Units and as applicable, the marine support/ resources which will assist the MODU, operating within the BSP concession area. The Marine Department (SMR) is required to assist TSW with the tender evaluation, with respect to evaluating and inspecting ALL marine resources proposed for the particular contract, including but not limited to: 1. Drilling Tenders – including the requirement for the MODU to successfully complete an anchor pull test.


2. Marine resources, (AHTS, AHT, Supply Vessels, Standby Craft). All senior marine personnel (proposed for working on board any BSP contracted marine resource) are required to attend BSP’ s Marine Department for interview and briefing.

2.6 MODU Mooring and Towing Equipment Specifications Mooring and towing equipment is specified within the contract technical specifications for the particular MODU/ MOU. 1. Generally for mooring/anchoring equipment the MODU/ MOU is required to have, Anchor wires of at least 1200 metres in length of the appropriate size commensurate with the MOU. For workboats, the anchor wire length is approximately 1,000 metres, of size normally 32mm. 2. Installed with wire footage counters and tension meters. 1. Anchor pennant wire must not be less than the maximum water depth at a location plus fifty (50) metres. Practically, pennant wires of 80 metres in length are normally of a sufficient length to cover most operations. Where longer pennant wires are required, extension wires should be used, connected with a hinged link. 2. The terminations on pennant wires and anchor wires are to be the closed spelter/ gold nose type sockets. The use of bulldog grips for making terminations is not acceptable. The use of “Long Nose Spelter Socket” is not permitted. 3. The use of aluminium sleeves as a ferrule splice on wires is not permitted in BSP. Experience from anchor handling operations, that, these type of sleeves/ splices are susceptible to distortion under high loads. 4. Pennant buoys must be fabricated from steel, designed to prevent free movement of the buoy whilst being handled on deck, foam filled and painted with a bright reflective paint, normally luminous yellow and marked with retro- reflective material. 1. Anchor Racks to be provided with a means of securing the anchor to the Rig independently (Secondary securing arrangement), (e.g. By Wire Lashings) 2. The secondary emergency towing system on an installation must be identified, a readily available method of retrieval of the main towing gear established, and a safe method of passing the secondary towing system agreed. 3. LCT Mooring Supply Back down bouy with the following configuration of 350m x 56mm wire x 7T Delta Flipper Anchor x Pennant Bouy approx dimensions of (Diameter 1600mm x Length 2300mm x Thickness 6mm, Volume 4.62M3 and Foam filled)

2.7

Anchor Handling Tug Specifications

The anchor handling and towing equipment required on board the AHT is specified within the contract technical specifications for the particular AHT. In particular the following is the minimum requirement:


Formatted: Indent: Left: 0", Hanging: 0.3", Bulleted + Level: 1 + Aligned at: 0.25" + Tab after: 0.5" + Indent at: 0.5", Tab stops: Not at 0.5"



1. All vessels engaged in anchor handling operations shall be manned in accordance with the provisions of STCW 95 Chapter VIII, Section A-VIII/1 “Fitness For Duty”. Additional personnel may be required to provide continuous 24 hours anchor handling operation. 2. The vessels Bollard Pull is adequate for the proposed job and type of MODU contracted in with regards to bollard pull requirements for Ocean and Interfield tows. 3. During an anchor handling/ towing operation, the number of operational personnel with no previous or recent experience onboard anchor handling vessels shall be restricted to one, unless carried as an addition to normal crew levels, referred to the Safe Manning Document and STCW 95, Chapter VIII. 4. There shall be in place a safe and effective method of stoppering wire pennants taking into account the loads likely to be placed on the wire and the load- bearing capacity of the wire termination employed. 5. The operation and maintenance of all equipment shall be in accordance with the manufacturer’ s instructions. 6. A suitable system must be in place for the testing, inspection, maintenance and recording of anchor handling equipment retained onboard vessels and installations. A means of recording the results and frequency of such work shall be used. 7. Particular attention shall be paid when using soft eye pennants as they wear more quickly than hard eye pennants and require frequent inspection. 8. Brunei Shell policy does not allow a vessel without remotely operated wire/ chain stoppers such as Triplex or Karm Fork shark jaws and towing pins to handle anchors. 9. The Master of an anchor handling vessel must ensure that his crew is familiar with the features and operation of this type of equipment and emergency release systems.(Towing and Work Winches, Triplex and Karm Fork shark jaws) 10. The use of a pelican hook to handle anchors is prohibited, as these are considered unsafe. 1. All wire terminations shall consist of “Gold Nose” type or equivalent sockets. The use of “Long Nose Spelter Socket” is not permitted. 2. In order to stow correctly the work wire and pennant wires to prevent damage to these wires whilst on the work drum, a “hinge link” must be provided on board the AHT for connecting the work wire onto pennant wires. 3. The use of aluminium sleeves as a ferrule splice on wires is not permitted in BSP. Experienced from anchor handling operations, these type of sleeves / splices are susceptible to distortion under high loads. 4. The use of roller fairleads mounted on the deck or crash barrier of vessels must be carefully monitored, with inspection and maintenance performed regularly so as to ensure that any uplift by external forces such as a tugger wire, are not liable to dislodge roller fairleads from their seating.


Formatted: Header, Space Before: 0 pt, Tab stops: 2.95", Centered Formatted: Indent: Left: 0", Hanging: 0.3", Bulleted + Level: 1 + Aligned at: 0.25" + Tab after: 0.5" + Indent at: 0.5", Tab stops: Not at 0.5"


3



PLANNING MODU BARGE MOVES

3.1 Planning the MODU/ Barge Move Introduction The movement and relocation of MODU/ Barges within the BSP concession area imposes a certain amount of risk on existing structures and subsea structures. It is important that all MODU/ Barge moves, more commonly known as “Rig or Barge Moves”, are well planned so as to ensure that controls are in place to manage and reduce the risks to as low as reasonably practicable.

3.2 Notification to Move From the Rolling Activity Plan (RAP) the drilling programmes are published has identified the next location for the MODU/ Barge. Although a predetermined time scale cannot be set as a minimum requirement for the planning and approval of anchor patterns, the Drilling/ Campaign Departments are requested to advise the Marine Department as soon as possible of any changes to this programme. Normally, 2 weeks prior to the scheduled move date, the Marine Department will commence preparations for MODU/ Barge moves, with the intention to conduct the “Rig/ Barge Pre Move” meeting 1 week before this date.

3.3 Seabed Surveys Preparations for planning a MODU move include the requirement for “Seabed Surveys” identifying seabed obstructions, which may foul anchor wires/ rig’ s legs. The Marine and Drilling/ Campaign Departments request seabed surveys, which are conducted by the Topographical department, TSM/1. A lead Time of approximately 4 weeks is required by TSM for the Debris Survey. When required, soil boring surveys are conducted by SEN (Structure/ Civil Engineering), forwarding the information to TSM and TSW for the placement of Jack up’s. Information obtained from the seabed survey will include: 1. Bathometry and Seabed Profiles 2. Presence of debris and other obstructions on or under the sea floor 3. Composition of the seabed 4. Shallow Geology 5. Presence of Shallow Gas 6. Expected Leg Penetration 7. The possibility of rapid penetration or punch thru by the Jack up during preloading operations 8. Optimal Rig Position/ Heading in correlation with the existing footprints

This information is made available to all parties and is discussed during the pre rig move meeting.

3.4 Anchor Patterns SMR prepares the anchor patterns for MODU’ s on long-term contracts to BSP. For MOU’ s (Barges and Work boats) that are planned to be mobilised in the BSP concession area, the anchor pattern is prepared by the Contract Holder (e.g. SCO, TSW/ 4 etc.) and submit to the SMR for approval When designing the anchor pattern for positioning the MODU, the criteria in section 3.4.1 shall be met:




3.4.1



Minimum Anchoring Distances from Pipelines or Other Sub Sea Structures

Where operations require a distance of less 1 nautical mile from a pipeline or subsea structure the following minimum distances shall apply and only anchor patterns satisfying these requirements shall be approved. The safe anchoring distance must remain as large as practicable, but never less than 100m from a pipeline or sub-sea structure and also that the shortest distance from where the wire crosses the pipeline to the anchor is never less than 200m in the direction of pull.

M

Minimum 100 metres

ini m um

20

0

m et re s

Anch or w

ire to

ve ss el

The deployment of anchors must take into consideration the following factors:

An c

ho rw i re

to

ve ss el

Minimum 100 metres

PIPELINE

c An

r ho

re wi

to

el ss ve

1. Heading in relation to the prevailing weather 2. Highlighting critical pipelines, unprotected subsea cables and debris within the anchor pattern 3. The presence of free span where an anchor wires may sweep across during the movement of the rig. 4. Emergency pull off criteria 5. Position of the MOU for conducting supply, heavy lift operations 6. Anchor patterns of other MOU’s, Work Boats operating in the same area. 7. Heading in relation to the position of the barge for conducting helicopter operations (e.g. position of Helideck and platform obstructions, discussions may be necessary with SAV/ 2)






3.5 Pre Move Meetings Head of Marine Operations (SMR/ 2) is responsible for co- coordinating the pre- move meeting prior to a MODU/ Barge move. This responsibility may be delegated to the nominated “Tow Master” (SMR/2X) who will be present and is required to chair and formally report on the meetingSee Appendix 6.1 Pre-Move Meeting Report. The pre- move meeting must be conducted prior to starting any move, with representation from the following departments:

1. SMR/ 2 and or SMR/ 2X

5. STL/11

2. TSW/1 / 2 /4 or SCO/5/5X

6. TSM/ 11

3. Rig/ Barge Manager

7. WOP/EOP Representative


4. AHTS Contractor

Additional representatives from other disciplines may be invited, dependent upon any additional work/ operations planned during the move e.g. de- pressurisation of critical subsea pipelines, diving operations, Helideck lifts. This meeting will discuss and agree on the requirements of the planned move including but not limited to: 1. Person In Charge

8. Seabed Surveys

2. Location Details – Old and New

9. Position Fixing and Demarcation

3. Anchor Pattern Plan including identification and marking of critical pipelines, subsea cables and debris.

10.

Weather Conditions Expected

11.

Logistics and Scheduling

4. Anchor pattern to consider reduction of anchor wires crossing sub sea cables and uncoated pipelines (such as water injection lines in Champion field and PGWJ01 and CWWJ02 line).

12.

Communications

5. To identify electrical sub sea cables/ uncoated pipelines/areas of free span in way of the anchor wires

15. Night Time Operations for Approach and anchor handling operations (Refer to Rig Move MOPO)

6. To agree and discuss measures to be taken to avoid contact with these cables/ uncoated pipelines. See attached checklist, in Appendix 6.3 required for each move planning.

16.

Contingency Planning

17.

Diving Assistance

7. Wire Change outs (Anchors and Pennants)

19. Concerns and restraints e.g. obstructing boat landing access

13. Proposed Towing Method and route including estimated timings 14.

Command Transfer

18. Concurrent operations with other Marine resources

Minutes of this meeting are to be published by the Marine Department in a timely fashion. The minutes will be passed to all attendees, the MODU/ Barge and vessels involved in the rig move. A Rig Move Notification Letter together with the proposed anchor pattern and boat-landing access will be sent out to all BSP Marine Contractors and the various BSP Departments for cascade to all their vessels by SMR/2X.




4


MOVE PREPARAT IONS MO U/ AHT

4.1 MODU Barge Preparations For the MODU, the Barge Engineer is responsible to the Toolpusher for the marine operation on the rig including stability, watertight integrity, lashing and securing of rigs equipment and the readiness of mooring and towing equipment. For other MOU, The Barge Master is responsible for all of the above and reports to the BSP Company Supervisor (CSR).

4.1.1

Back loading and Securing of Equipment

Prior to the rig move, the MODU is responsible for ensuring that sufficient resources have been requested and nominated through STL to ensure the MODU is clear of materials and bulk cargoes in order to commence anchor-handling operations at the prescribed time. In the case of the other MOU, the contract holder will be responsible for the above. All equipment remaining on board the MODU/ MOU is required to be lashed and secured prior to lifting, anchor- handling or towing operation.

4.1.2

Stability Calculations

Stability of the MODU is the responsibility of the Drilling Contractors Toolpusher, who in conjunction with the Barge Engineer will check and ensure the stability criteria of the MODU, is in accordance with the operational recommendations for that particular unit. The MODU is required to have available stability calculations that demonstrate that the stability will remain satisfactory during the planned passage, under fair as well as severe weather conditions. In addition to the sailing condition, stability calculations should consider the worstcase scenarios, which may occur towards the end of a prolonged job. Print outs of these conditions are to be displayed throughout the operation and reviewed as soon as there is any event which may change the MODU’s condition. Any criteria in the stability Booklet must be adhered to. Consideration must be given to the reduction in stability as a result of the free surface effect of partially filled tanks. Whenever possible, tanks must be either completely full or empty. The Tow Master is to be advised of the proposed draft and trim for the intended passage. Careful attention must be given to maintaining the watertight integrity and seaworthiness throughout the passage, in particular when the MODU has a small freeboard. On jack- up drilling rigs, where the legs are raised and the rig is under tow, caution must exercised that the movement of the rig in a seaway does not exceed the operational limits for that rig. In the case of other MOU, the Barge Master and Tool Pusher/OIM are fully responsible for all of the above.

4.2

Readiness for Anchor Handling/ Towing

The Barge Engineer is to ensure that all machinery, mooring equipment and towing equipment to be used for the recovery and running of anchors and is in satisfactory condition and operational order. Where it has been previously identified that anchor or pennant wires require changing out, the program and procedure is to be discussed with the Tow Master so he can advise and brief the Master of the AHT’ s accordingly. To ensure the integrity of the towing bridle, it is to be inspected prior to the move, checking the condition and security of the chafe chain, wires, shackles, Fish/ Delta towing plate. Where this is submerged, inspection of wire assemblies are only carried out.

4.3 AHT Preparations The Master of the AHT is responsible for ensuring his vessel is ready in all respects to conduct anchor handling and towing operations. This may also require the Master to liase with STL for ensuring he and his crew are suitably rested prior to starting the anchor handling operations.




4.3.1



Provision for Clear Decks and Suitable Stability Criteria

STL/11 shall inform the Master of the AHT that his vessel is scheduled for a particular rig move, which require the vessel to conduct anchor handling and possibly towing operations. With respect for ensuring the AHT has clear decks and a suitable draft and trim for anchor handling and towing operations, the Master is required to advise STL at the earliest opportunity his logistical requirements. To achieve the correct draft and trim for anchor handling and towing operations, requests to discharge bulk cargoes (e.g. drilling mud) and or take on additional water and or fuel are to be sent directly to STL. Consideration must be given to the reduction of stability and deck edge immersion when towing and anchor handling with low freeboard. In addition to the sailing condition, stability calculations should consider the worst case scenarios, which may occur towards the end of a prolonged job. Print outs of these conditions are to be displayed throughout the operation and reviewed as soon as there is any event which may change the vessels condition. Any criteria in the stability Booklet must be adhered to.

4.3.2

Provision for Anchor Handling Equipment

Master of the AHT is responsible for ensuring that the vessels anchor handling equipment is operational and ready for use. Prior to the pre rig move inspection and briefing by the Tow Master, the Master of the AHT is required to inspect and function check all the anchor handling equipment, including the emergency release functions of stoppers and tow/ guide pins. The correct size of inserts- if applicable is available- Karm Fork type stoppers. To assist Masters, the pre rig move Tow Master/ Tug Master inspection checklist is included in Appendix 6.2.

4.3.3

Bollard Pull

Master to ensure that the vessels bollard pull is adequate for the proposed job. In considering this Masters should be aware that bollard pull, as measured from the vessels certificates in some cases do not allow for the power used by working deck machinery. Allowance for any reduction should be made when considering bollard pull available during the job. Maximum bollard pull is achieved with the cable right astern, rudders amidships and a further reduction in bollard pull must be allowed for should the angle of the cable lead other than right astern. 4.3.4

Pre Move Briefings

The Tow Master will board each AHT involved in the MODU/ MOU move, in addition where other marine resources are also involved, (for example a GP Boat handling anchor wires under bridges), the Tow Master shall request the Master to join the briefing to fully discuss the operation. Briefings, although not limited to, will generally cover the following points: 1. Copies of the anchor patterns will be passed to the Master. Sequence for the recovery and deployment of anchors is discussed and assigned.


2. Proposed hours of work and duration of operations, including any restrictions on operations during the hours of darkness. 3. Method of communications and frequencies to be used, externally (Other parties) and Internally (Bridge, Deck, Master and Winch Driver 4. Proposed route between locations, including contingency measures in the event of emergencies or deteriorating weather conditions. 5. Handover of tow between AHT and Tow Master. (Command Transfer) The Master of a towing vessel is responsible for the safe passage of the tow between locations via the planned and agreed route. 1. Masters must clarify the parameters that will be used to relay directions relating to power requirements. Preference should be given to instructions that relate specifically to bollard pull. BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 15 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)




1. Navigational warnings to be broadcast at regular intervals. 2. Method of position fixing before laying anchors 3. Drafts limitation if anchor handling in shallow water, enroute passage




5



ANCHOR HANDLING OPERAT IONS

5.1 Anchor Handling Operations General Handling rigs anchors at sea can be a particularly hazardous and arduous task. No formal hard and fast rules and procedures can be laid down for anchor handling/ towing operations, as so many variable factors apply. Offshore personnel should be aware of the operational limitations of the various vessels utilised, including their power and freeboard, bearing in mind that the safety of the vessel’s crew is of paramount importance. All vessels and MODU/ MOU are required when underway to ensure its own anchors are secured in the hawse pipes or on the anchor racks- with double securing arrangement; use of brake alone and guillotine bars (unless locking points are in) are not considered as meeting such requirement, especially where its passage crosses pipelines or other underwater structure.

5.2 Anchor Handling Operations AHT 5.2.1

Crew Briefings

Prior to the commencement of any anchor handling operations, the Master is to conduct a crew briefing, “tool box talk”. Discussing the sequence of operations, hazards and controls identified, crew duties, their experience and the requirement to wear full PPE, including approved buoyancy aids with self-activating lights and reflective tapes. The risk assessment is to be sued as a prompt when discussing hazards in the operations.

5.2.2

General Precaution on Anchor Handling Operations

1. Care must be taken when opening up wire coils, in particular pennant wires, as injuries have occurred by the springing open of the coils following release of the securing bands; 2. As with the securing of normal cargo, all equipment used in anchor handling operations shall be secured until required; 3. When running anchors, the anchor- Master of handling tugs must be advised where the installation winches have payout limitations so that speed can be controlled. Effective communication must be established between the Master and the winch driver; 4. A set of cutting gear shall be readily available. Personal involved in deck operations must be familiar with the emergency release of mechanical locking devices, such as towing guide pins and wire stoppers. 5. Where vessels are engaged in towing operations, a method to prevent the towline chafing shall be adopted. When involved in recovery of anchor/ anchor wire, with reported missing or suspected submerged pennant buoy, an assessment of the hazards involved must be carried out. This include the likely hood, that the missing buoy might be partly submerged with mooring ropes still attached, causing fouling of propeller during recovery

5.2.3

Recovering and Running Anchors

During anchor handling operations, the AHT shall keep the anchor close under its stern roller. Prior to recovering or running the anchor the integrity of the anchor pennant, crown chain or pennant and shackles shall be visually confirmed by the officer on deck. If there is any doubt about the condition of the ground tackle the Tow Master is to be advised, and the anchor shall be taken onto the deck of the AHT and a more thorough inspection carried out, reporting back to the Tow Master. Anchors that are retrieved or run over pipelines must be decked and secured in board of the anchor handling tug' s towing pins, which will be raised once the anchor is on deck. This to prevent the anchor from being lost over the stern in the event of the pennant wire breaking/ or failure of winch brakes. The officer on deck shall check as stated before, the condition of the anchor tackle prior to decking the anchor, reporting the condition status to the Tow Master.






Every effort must be made to run anchors under some tension and in a straight line to reduce the likelihood of bights forming on the seabed and reducing the cantenary of anchor wires, especially across pipelines. When re- positioning an anchor, the anchor cable should be heaved in far enough before re- running to prevent the forming of a bight which might foul on underwater structure/ obstructions. The anchor retrieval and deployment checklist (See attached appendix 6.2) must be filled for every move, as this addresses the following: 1. General sequence of deployment and retrieval 2. Identification of critical pipelines and subsea cables as well as underwater obstructions 3. Retrieval and deployment of anchors in the static mode in order to protect the above said critical pipelines and subsea cables 4. Movement of the barge over these areas to prevent the anchor wires from touching the said pipelines, cables or obstructions 5. Deployment or Retrieval of anchor wires under a stated tension. 6. Requirement of the installation of parachute buoys

5.2.4

Communication

Effective communications between the Master, the installation staff and the deck crew are vital for safety. For this reason, adequate numbers of key personnel must be proficient in the English language. An effective radio communication link on a nominated channel shall be maintained at all times whilst the vessel is engaged in anchor handling and/ or towing operations. The Master of a vessel engaged in anchor handling/ towing operations must be notified of any expected helicopter movements to or from the installation during such operations. Regular Navigation warnings on the anchor handling operations shall be promulgated by the MOU to warn other vessels in the areas. The Tow Master shall instigate this.

5.2.5

Position Fixing Before Laying Anchors

Standard marine radar equipment/ navigation equipment (such as GPS) is considered unsuitable to determine the position of a vessel with sufficient accuracy to lay an anchor in close proximity to underwater structures. Masters shall therefore never attempt to anchor within a distance of 1 nautical mile from a pipeline or other seabed structure using radar/ GPS alone. Readings from a high precision position fixing system (such as DGPS approved by BSP for this purpose) are required to put an anchor within 500 metres from a pipeline. The Marine Department will lay down demarcation conditions as part of the anchor pattern approval procedure. Barge Management System (BMS) and Remote Positioning (RP) are now used by BSP. See Appendix 6.5 - Remote Positioning Procedures. It is the Master' s responsibility to put an anchor as accurately as possible as directed by the positioning system installed.

5.2.6

Transfer, Lowering and Laying Anchors

When the AHT and the MODU/ MOU are required to transfer anchors over and in close proximity of subsea pipelines, it is important to ensure the anchor is not lowered to the seabed as pipelines can be fouled and damaged. The method of transfer must be agreed and carefully controlled, preferably with the anchor remaining in view, i. e., on or just below the surface of the water, throughout the operation, until decked or on the stern roller. The Tow Master in charge shall ensure that anchor transfer is carried out in areas clear of pipelines, as far as is practical. The above is particularly important when operating in shallow water. An anchor must not be lowered from the sea surface towards the seabed until it would lay at least 100 metres clear of a pipeline or any other underwater structure, if accidentally dropped. An anchor must never be laid when there is even the slightest doubt about the known distance to an underwater structure.


Formatted: Bulleted + Level: 1 + Aligned at: 0.25" + Tab after: 0.5" + Indent at: 0.5"




See Appendix 6.3 Retrieval/ Deployment Checklist for retrieving/ running of anchor Wires.

5.2.7

Anchors close to Pipelines and other Structures

When it is suspected (for whatever reason) that an anchor is within 100 metres of a pipeline or other underwater structure, the true position of this anchor must be determined and verified. Where an anchor or cable is thought to have fouled on any underwater structure any further operations must be suspended, and no weight put on the anchor cable, informing SMR/2 or Duty Marine Captain and the Controlling Authority, SOS for the area. If required, the anchor cable to be slipped and buoy off for later recovery. The Marine Department will arrange for a diving inspection or side scan sonar to determine reveal the exact position/ location and the reason for fouling.

ALL OPERATIONS MUST REMAIN SUSPENDED UNTIL THE MARINE DEPARTMENT HAS BEEN CONSULTED. Further action will depend on the result of the investigation, with direct consultation between all involved departments.

5.2.8

Handling Anchors during Darkness

Handling anchors and moving in and out during darkness is restricted, especially in the vicinity of offshore installations and pipelines. The Marine Department provides guidance to the Employing Department as part of the anchor pattern plan approval, which shall be discussed during the onshore and offshore pre rig move meetings. This procedure is clearly laid out in the Rig Move MOPO- Please See Rig Move MOPO on Appendix 6.9.

5.3 Anchor Handling Operations MODU/ MOU 5.3.1

On Site Pre Move Meeting

Prior to the commencement of the move, the SMR/2 Tow master will request for a pre- move meeting on board the MODU/ Barge. This meeting must be conducted prior to starting the move, with representations from the following personnel: 1. SMR/ 2X Tow master and TSM Surveyor, Insurance Surveyor (If applicable) 2. BSP CSR/ Drilling Supervisor (DSV) and Tool Pusher (OIM) / Barge Superintendent/ Barge Engineer/ Master


This meeting shall discuss and agree on the details of the planned move, including but not limited to: 1. Approval/Endorsement by the Toolpusher/OIM for the Rig Move Plan 1. MOU readiness for the move, Means of communication, Vessels involved for the move and Status of Survey equipment 2. Crane requirements/ winch operators availability, status of anchoring equipment and associated ancillaries and Anchors to be secured on the Rack by a secondary means when the Rig is on Tow. 3. Sequence for picking up and deploying anchors, Boat landing closure, Weather conditions/ Night time operations/ Hours of work and Issue of navigation warnings on intended anchor handling operations

5.3.2

Tool Box Meeting

Prior to the commencement of any anchor handling operations the Barge Engineer is to conduct a toolbox talk with his Marine Crew. The sequence of operations the duties of the MODU personnel and any other requirements or precautions are to be discussed.


Formatted: Bulleted + Level: 1 + Aligned at: 0" + Tab after: 0.25" + Indent at: 0.25", Tab stops: Not at 0.5" Formatted: Indent: Left: 0", Hanging: 0.3", Bulleted + Level: 1 + Aligned at: 0" + Tab after: 0.43" + Indent at: 0.43", Tab stops: Not at 0.43" + 0.5"


5.3.3


Restrictions of Vessels Movements

During anchor handling operations, all other vessels not involved in the operations are to keep clear of the vicinity of the MOU anchor patterns. This may also include access to the adjacent platforms where anchor wires are deployed close by. Any vessel intending to operate close by to the MODU or the adjacent platforms are to seek permission from the Tow Master or designated person in charge of the MOU move.

5.3.4

Integrity of Mooring Systems

The Master of a vessel or similarly, the responsible person on the MOU who suspects the integrity of the mooring system or observes any other abnormal condition, must immediately notify the Senior Operations Supervisor responsible for an offshore installation as well as the Marine Department, and take immediate remedial action. Anchor wires especially those that are to be used for towing in field tows and across pipelines, must be checked and confirmed clear of debris. This to be achieved by shortening up on the wire concerned and subsequently tensioning it to clear the water for a visual inspection. Previous incident involving towing with anchor wire, which was fouled in the seabed and subsequently caused several pipelines to be displaced. An anchor-handling vessel with a mooring chain locker must use such a locker when working with rig moorings, which consist of chain.

5.3.5

Anchor Bouy/ Tug Wire Terminations

Anchor wires, pennant wires to buoys and piggyback anchors, tug work and towing wires and wires used for the anchoring of LCT buoys shall be fitted with sockets of the respective size. The use of bulldog grips for the above is not acceptable.

5.4 Mooring Tensions All vessels must maintain a monitoring system on their moorings, which is to include a record of tensions and wire lengths. This can be achieved by either an automated process which logs information automatically and includes both high and low tensions alarms and/ or a manually recorded check which is kept for reference and assists in establishing routine monitoring by vessel staff.

5.4.1

Range Of Normal Working Tensions

The Marine Department will provide guidance on the minimum and maximum working tensions, which must be observed when a vessel or mobile offshore unit is moored according to an anchor pattern plan. This can also be determined from the MOU’s Marine Operations Manual on board.

5.4.2

Pre Tensioning

In general, before regarding a mobile offshore unit as safely moored, the holding power of all mooring anchors must be demonstrated by applying a test tension, also called pretension. The highest tension to be achieved during such a test has been predetermined and forms part of any approved anchor pattern plan. This pretension is typically 80% of one third of the breaking strain of the wire. Where mobile offshore unit is to work alongside or near an offshore installation, all mooring anchors must first be proven to the agreed test tension while the mobile offshore unit is still in the designated stand off position. A stand off position must lie at least 50 metres away from an offshore installation and is shown on the approved anchor pattern plan. After the Senior Operations Supervisor responsible for an installation has given the clearance to move closer, the vessel or mobile offshore unit may be heaved into a position, which is thirty metres away from the installation. In this position the anchors must again be pre- tensioned in order to reduce possible bights in moorings lying on the seabed. Thereafter the distance to the installation may be brought down to the working distance. Such a distance must never be less than 5 metres to the structural members of an offshore installation to avoid causing impact damage. For workboat mooring tensions, this is covered in Marine Module 110- where the limitations are based on weather conditions. BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 20 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)



5.4.3



Maximum Permissible Working Tensions

For working conditions, the maximum permissible tension of a mooring wire may never exceed one third of its certified breaking strain. When tension in any mooring wire reaches 80% of one third of the breaking strain or the proven pretension, whichever is less, preparations must start to enable a rapid suspension of operations and a move to the designated stand off position, or departure from the location, when tensions would pass the permissible maximum.

5.4.4

Adverse Weather Actions

During periods of severe weather, a mobile offshore unit is not allowed to come alongside or near an offshore installation and must remain well outside an oilfield safety zone, down weather and clear from areas with pipelines. When severe weather conditions develop while already working alongside or near an offshore installation, then the mobile offshore unit must move into the designated standoff position. The decision to pull off to the stand off position lies with the Barge Engineer who would have discussed this the Toolpusher and the BSP Drilling Supervisor. The Marine Department and the Senior Operations Supervisor responsible for the installation are to be notified should such a decision be reached. When tug assistance is thought necessary because of deteriorating weather conditions then such a request must be made early and without delay to avoid operations under already marginal conditions. When the Master of a vessel or a similarly responsible person on a mobile offshore unit decides in an emergency to slip a mooring cable into the sea, every effort must be made to buoy off the cable before slipping and to fix the position of the vessel or unit in order to aid future recovery. Debris left behind on the seabed may create a serious hazard to future operations. The loss of anchors, wires and chains must be reported to the Marine Department so that this information can be put on record and corrective action taken.

5.5 Handling of Anchor Wires by GP Boats This section provides details on the process and checks to be followed when handling Barge or MOU anchor wires by the GP boat’s crew to run the anchor wires underneath bridges of platforms. This is intended for master and crew of GP boat who will carry out the task. General Supervision of the task shall be carried out by the SMR Tow master. Prior to departing location the GP Launch Master shall inspect and test if required the necessary gears required for the Rig move operation. He shall rectify any defective gear before leaving for the Barge or MODU move operation. The following shall be observed but not limited to: 1. Condition of wire sling of 12mm diameter by 3 meter and with one spare. Any part which has 10% strand broken must be replaced.


2. Condition of anchor shackle of “C” type with SWL of 17tonnes and a spare 3. Condition of anchor shackle with SWL of 5 tonnes and winch wire of 25mm diameter by 50 metres 4. Condition of winch wire Guide (5ton shackle and ring steel guide). This is use for controlling the winch wire alignment on the drum. 5. Winch Clutch to be checked for minimum play 6. Condition of messenger rope/ mooring rope 7. Weather forecast Upon arrival at location the GP Launch Master to access the weather condition so as to ascertain the limit for carry out the operation and prepare the gear to be used. The followings are to be carried out: 1. Connect the one end of sling wire to the fitted pad eye near to the boat hook with a shackle (5ton SWL), lay up the winch wire with the shackle (17ton SWL) on deck. BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 21 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)





2. Co- ordinate with the Tow master Toolbox meeting, which must be, included but not limited to the following: 3. Safety awareness and Safe working practices 4. Availability of the Anchor Pattern for the Rig Move.


Refer to SMR Instruction No 12 For GP Boats Handling Rig’ s Anchor Wires for detailed methology. See Appendix 6.8 for GP Launch Stern Set up for Passing Anchor Wires.

5.6 Shallow Water Anchor Handling 5.6.1

General

Due to the high risk of serious damage or complete vessel loss, the minimum under keel clearance has been redefined when operating in shallow water, near pipelines, obstructions, anchor handling or self-laying anchors.

5.6.2

Under Keel Clearance

The under keel clearance of any vessel must at all times be at least: 1 metre + height of obstruction *(1) + maximum range of vessel movement *(2) In the case of anchors, the height of is the maximum height when laying on the seabed with no allowance for penetration. *(1)

The maximum range of vessel movement is the combined worst-case movement of both pitch and roll. *(2)

5.6.3

Determining Maximum Rise and Fall of the Vessel at any Part

The method for determining a value for the maximum range of vessel movement for the vessel is:1.

Measure the maximum pitch of vessel on each heading and from that, calculate the rise and fall at the bow or stern.

2.

Measure the maximum roll of vessel on each heading and from that; calculate the rise and fall of the outboard edge of the vessel.

3.

Add these two values together.

4.

Make allowances for any increase for the sea or swell that may be experienced in the shallower water

5.6.4

Risk Assessment

As with any such operation, a risk assessment is to be carried out and subsequent toolbox talks are to be held on board to highlight the potential hazards when laying anchors or operating in shallow water.


Formatted: Numbered + Level: 1 + Numbering Style: 1, 2, 3, … + Start at: 1 + Alignment: Left + Aligned at: 0" + Tab after: 0.25" + Indent at: 0.25", Tab stops: Not at 0.5"

Formatted: Numbered + Level: 1 + Numbering Style: 1, 2, 3, … + Start at: 1 + Alignment: Left + Aligned at: 0" + Tab after: 0.25" + Indent at: 0.25", Tab stops: Not at 0.5"


5.6.5



Other Considerations

Water tight doors, especially those leading into the steering flat, engine room, bow Thruster compartment etc must be securely closed at all times. This should be standard procedure for all offshore operations. (Ventilation is not a valid reason for keeping doors open.) 1. The engine room must be manned and bilge alarms tested. 2. Vessel trim and maximum draft must be known and allowed for.


3. The echo sounder is to be functioning correctly with alarms set. A depth of 1- 2 metres above the predetermined minimum depth is recommended. Ensure corrections for draft are not set. 4. Allowance must be made for set and drift that may set the vessel into shallower water, over the obstruction, anchor, or cause the vessel to overrun the anchor buoy. 5. Allowance is to be made for a falling tide. available throughout the whole operation.

The minimum under keel clearance must be

6. The most up to date survey chart must be available on board; special consideration must be made for the location of spoils (from dredging material) when working with a dredger that may render the survey information incorrect.

5.6.6

Actions to be taken in the Event of Touching Bottom

In event of touching bottom the Master in addition to the operator’ s emergency procedures: 1. Immediately activate the red button on the Remote positioning system fitted onboard. Note that this does not activate a distress message. It only records the position of the vessel in BSP Geomatics office. 2. Contact the Duty Marine Captain. (SMR/2X) 3. Keep accurate records of the incident as it develops. 4. Issue an incident report to the contract holder, copied to SMR. Note that excessive use of engines and rudders very often causes further damage. If at any time or for any reason, the master considers it necessary to increase the minimum under keel clearance, or stop operations completely, he has the overriding authority to do so and will always receive the support of SMR when making this decision. At no time is the master to be pressurised to undertake jobs that he does not consider safe. If he feels this is the case, he is to contact the duty SMR.

5.6.7

Table for calculating pitch and roll correction.

Example of use: Vessel beam is 12m and length is 55m. Roll is 5 degrees and pitch is 2.5 degrees. Anchor height when laying on deck is 1.10m. Draft is 3.0m forward and 3.5m aft Trim is 0.50m





Simplified method of measuring pitch as illustrated in the followings:

Pitch Angle 0.5 1 1.5 2

Roll Angle 1 2 3 4 5 6 7

10 0.09 0.17 0.26 0.35 0.44 0.53 0.61

Vessel length in meters 30 35 40 0.13 0.15 0.17 0.26 0.31 0.35 0.39 0.46 0.52 0.52 0.61 0.70

Vessel beam in meters 12 0.10 0.21 0.31 0.42 0.52 0.63 0.74

Example calculation 1.00 1 meter safety margin 0.52 + Roll allowance 1.20 + Pitch allowance 1.10 + Anchor height 3.82 = Minimum under keel clearance 3.50 + vessel's maximum draft 7.32 = Minimum water depth






5.7 Deep Water Anchor Handling Operations Recently rigs are moving into deeper water. Around 1200 meters and the weights involved with the anchoring are much higher. A rig with chain/wire combination mooring is used, using typically 1900meters of 96mm wire, 950metres of 83mm chain and an extension of 950meters of 77mm chain, then an 18Tonne Bruce FFTS Anchor. This gives an equipment weight of 368 tonnes before tensioning, split between anchor handler and rig. The vessel must not connect the anchor/towing gear directly to her winch unless she can handle the load/force/tension and dynamic conditions alone, based on her permissible capacity according to the stability and load calculations. Prior to commencing deep-water anchor handling operations, the following shall be taken into considerations in addition to the above anchor handling procedures: 1. Risk assessments that include Quantitative Risk Assessment (QRA), Hazard and Operatability (HAZOP) Studies, Job Hazard Analysis (JHA) and detailed site specific mooring analysis. A “Traffic Light System” jointly developed by Drilling/ Engineering/ Rig/ Marine experts to tackle contingencies such as major riser and mooring failures; 2. Pre- job safety meeting 3. Toolbox talks 4. Use of longer lengths of work/ chaser wire, to prevent damage to work/ chaser wire caused by joining shackles; 5. Wires to be spooled under tension. Towing and anchor handling winches must be fitted with spooling device 6. Winches to be of adequate strength and correct design (i.e., designed for wire rope/wire storage)/ capacity to accommodate the type of size and length of wire spooled. 7. Work/ chaser wire fitted with heavy-duty 200 MT SWL sealed swivels to avoid twisting damage and prevent potential injury to deck crew caused by the inherent high torsional loads during deep-water anchor handling operation. 8. Use of chain connecting links to prevent the ferrule being engaged in the mechanical stoppers or use of steel ferrules, certified for use in mechanical stoppers 9. Use of pigtails on buoys so that they can be launched under tension and avoid shock load damage. 10. On modern vessels, arrangements exist to ensure that approximately 75% engagement of cable on relevant gypsy and adequate power is available. On other vessels, when deploying chain from a locker in deep water the chain shall be led from the gypsy as normal, then passed down the deck around one or more towing pins to give a lead back up the deck to the opposite gypsy. The chain shall then be passed under and over the gypsy to lead back down the deck and over the stern roller. This method gives the length of chain on deck, relieves the tension on the first gypsy and eliminates the risk of the chain jumping under tension. 11. All wire terminations must consist of “Gold Nose” type or equivalent. “Long Nose Spelter Socket” is strictly prohibited. 12. Baldt Links and Kenter Links shall be used to connect wire/ wire and wire/ chain terminations. The use of Bow Anchor Shackles is strictly prohibited. The safe method for deck crew to disconnect Kenter Links shall be captured in the JHA. 13. Anchor handling vessel must be fitted with Twin Shark Jaws or Karm Forks. This will assist in simultaneous handling of mooring wires and chains. 14. Additional deck officer/ crew/ engineer and surveyor shall be required to provide continuous 24 hours anchor handling operation to comply with the maximum working hours specified as per STCW 95 requirement.




6


APPENDICES

6.1 Pre- Move Meeting Minutes MARINE OFFSHORE OPERATION SMR/2 PRE RIG MOVE MEETING DATE VENUE RIG ATTENDED BY SMR/2 SMR/2 SCO/4 SCO/ SCO/ TSM/12 RIG MANAGER STL/11 MJVI Marine coordinate

LOCATION DETAILS NEW LOCATION LATITUDE NORTHINGS LONGITUDE EASTINGS WATER DEPTH HEADING

OLD LOCATION LATITUDE NORTHINGS LONGITUDE EASTINGS WATER DEPTH HEADING DURATION OF STAY

PERSONNEL IN CHARGE / ATTENDING MOVE TOWMASTER BSP REP / CSR CONTRACTOR REP / RIG SUPT BARGE MASTER / ENGINEER DECK FOREMAN TSM SURVEYOR TSM DUTY SURVEYOR

08-724-091 PAGER 880

DUTY SMR/2

08-730-154 PAGER 862

MARINE CRAFT INVOLVED IN MOVE VESSELS

VESSEL

MASTER

BOLLARD PULL

LEAD TUG ANCHOR HANDLER ANCHOR HANDLER




BSP-14.05.Procedure-106 , Revision DEPARTURE LOCATION

READY TO MOVE

DATE/TIME

BACKLOAD / EQUIPMENT TRANSPORT OPD/SCO WORK (TIE INS) TOWMASTER ONBOARD DATE/TIME PERSONNEL TRANSPORT BOATS IN ATTENDANCE DATE/TIME TOPO ASSISTANCE LCT MOORING (Assembly and size)

Recover after completion of Back loading for carriage on Lead Tug.

WEATHER FORECAST

Available.

WIRE CHANGEOUTS PLANNED (anchors/pennants) NAVIGATION WARNINGS

SMR Tow Master to instigate VHF navigation warnings before anchor operations commence

ANCHOR HANDLING RESTRICTIONS DIST FROM CONDUCTOR, HEIGHT ABOVE SEA BED. ANCHOR BUOY PENNANT WIRE LENGTHS ACTION POINTS FROM LAST MOVE REPORT TOW BRIDLE

ARE FENDERS TO BE USED/BEEN INSPECTED? Y/N

ACTION PARTY:

Rig personnel to ensure Towing Bridle and anchor winches are prepared and ready for use before the move. Sufficient spare wire pennants, extensions, sockets, socket fast, shackles and split pins to be on board.

TRANSIT DISTANCE TIME LEAD TUG TOWING DRAFT LEAST WATER DEPTH EN ROUTE RESTRICTIONS / HAZARDS (Coastal traffic/ inboundoutbound tankers) ROUTE NAVIGATION WARNINGS

Navigation warnings on VHF 15/16 to be broadcast by lead tug during tow. ARRIVAL LOCATION

NAV WARNINGS

SMR Tow Master to instigate VHF navigation warnings before anchor operations commence.

NOTICE TO OPD

BSP DSV to advise OPD of Approach if required.

DEBRIS / CONDUCTOR HEIGHT ABOVE SEA BED TOPO ASSISTANCE ANCHOR HANDLING / APPROACH (Direction/Daylight) PENNANT WIRE LENGTH / COMPOSITION / LINKS PRETENSION

As per normal





PULL IN BOAT LANDING ACCESS LCT MOORING:

LCT to be laid out and tested prior to departure of AHT.

SUPPLY OPERATIONS STAND BY VESSEL REQUIRED ? OTHER RIGS/WORK BOATS IN VICINITY, ANCH PATTERNS ESTIMATED TIMINGS OLD LOCATION Pre move meeting on rig Tug Inspections Retrieve anchors Connect bridle Tow out of location Pass back anchors Total Tow NEW LOCATION Pass anchor/s Disconnect Bridle Final Approach Run Anchors Pretension Move into location Total GRAND TOTAL NB This does not allow time waiting on daylight and/or weather.

Distribution: SMR/2 , BSP Contract Holder Dept and Operator for approval and onward passage to rig. SMR/2 Sec to forward to Anchor Handling Tugs. Original and signed approval sheets to SMR/2 rig file.





6.2 Tow Masters/AHT Checklist Rig:

From:

To:

Vessel: Date: 1

Meeting held on board AHT. (Pennant lengths, links, sequence of anchor handling, tow routes, navigational warnings, stand off position)

2

BA charts updated and Topo charts available.

3

VHF working channel agreed. CH: Alternative channel agreed.

CH:

4

Deck space clear

5

Towing, work and tugger wires in good condition.

6

Towing, working and tugger winches operational.

7

Towing pins tested and operational.

8

Shark jaws/karm forks operational.

9

Stern Roller operational.

10

Sufficient spare shackles, split pins and wires on board.

11

Engines and bow thrusters normal.

12

Navigational equipment in good working order.

13

Lights and day signals available/working.

14

All Watertight Doors closed

15

Crew safety briefing carried out.

16

Designated person to direct lifting ops with rig. Banksman jacket available.

17

Designated winch operator identified for local and bridge operation

18

Towing stretcher ready. Inspected and in good condition.

19

Handover of tow between tug and tow master discussed.

20

Routine and emergency communications agreed upon. Telephone numbers exchanged.

21

Estimated Bollard Pull for Percentage of Power applied

22

Methodology and Obstructions (pipelines, coral, cables etc) in way of Rig Departure from Platform

Approach Tracks to Soft Pin

Final Positioning to Platform

Signed Master

Tow Master






6.3 Retrieval and Deployment Checklist for Anchor Wires CHECKLIST FOR ANCHOR HANDLING DEPLOYMENT

Barge/MODU

:

Location

:

Size of Wire

:

Water Depth

:

Date

:

CHECKLIST FOR ANCHOR HANDLING DURING DEPLOYING ANCHORS

(M)

(KIPS)

(M)

1 2 3 4 5 6 7 8

Checked By

:


Remarks

Is Anchor Plan checked against latest debris survey

Length of wire to be spooled on AHT for Static Lay required for static lay

Is static lay required

Touch down distance and tension when tension is required

Is running under tension required

Latest Debris survey Is Rig position over Cable

Is anchor wire over cables

Is decking of anchor required

Cable

Anchor No.

Plan anchor sequence

Anchors




CHECKLIST FOR ANCHOR HANDLING RETRIVAL

Barge/MODU

:

Location

:

Size of Wire

:

Water Depth

:

Date

:

CHECKLIST FOR ANCHOR HANDLING DURING RETRIEVING ANCHORS

(M)

(KIPS)

(M)

1 2 3 4 5 6 7 8

Checked By

:


Remarks

Is Anchor Plan checked against latest debris survey

Length of wire to be spooled on AHT for static retrieval

Is static retrieval required

Touch down distance and tension when tension is required

Is retrieving under tension required

Latest Debris survey

Is Rig position over Cable

Is anchor wire over cables during

Is decking of anchor required

Cable

Anchor No.

Plan anchor sequence

Anchors




6.4 Rig Move Report MARINE OPERATIONS SMR/2

TENDER MOVE REPORT RIG OWNER OPERATOR Rig move Commenced at Completed Rig move Time (Net) Expected Rig move Time LOCATION DETAILS OLD LOCATION

NEW LOCATION

Latitude Northings

Latitude Northings

Longitude Eastings

Longitude Eastings

Water Depth

Water Depth

Heading

Heading PERSONNEL INVOLVED BARGE PERSONNEL

OPERATOR PERSONNEL

Person In Charge

BSP DSV SMR Tow Master

Barge Engineer Insurance Rep. NAME

Surveyor TYPE

CRAFT INVOLVED IN MOVE ON LOCATION BHP BP TIME

RELEASED

DATE

TIME

TIME SUMMARY OLD LOCATION COMMENCE AT DATE

TIME

COMPLETE AT DATE

TIME

TIME HOURS

Pre move meeting and tug inspections Tird Plates/Backload Pull back Recover Anchors Move out Change over to bridle Tow handed over to lead tug @ Total TOWING COMMENCE AT DATE

TIME

COMPLETE AT DATE

TIME

TIME HOURS

ON TOW NEW LOCATION COMMENCE AT DATE

TIME

COMPLETE AT DATE

TIME

TIME HOURS


DATE



Passing Anchor (s) preparations to approach Retrieve bridle Final Approach Running Anchors Pre-tension Total Date

Time

To

LOST TIME BREAKDOWN Time Total hrs

Date

Reason

Total Comments on lost time :

TOW DETAILS Max Rig Draft

Distance Speed Leaving old location Name Position Arriving new location Name Position

Tow vessel positions Tail Tug

Lead Tug

Lead Tug

Tail Tug

Tail Tug

Tail Tug

MOORING ASSEMBLY ANCHOR WIRE NO.

DATE FITTED

ANCHOR SIZE/TYPE

PENNANT COMPOSITION

LENGTH (M)

1 2 3 4 5 6 7 8 LCT = 8T Danforth + 330m 2.25” pennant. Date

Time

Wind Spd

Dirn

WEATHER Actual Sea State Sea Swell

Weather

Activity

COMMENTS ON VESSEL PERFORMANCE VESSEL

MASTER

COMMENTS

GENERAL INFORMATION Boat Landing access LCT Location Standby vessel

COMMENTS ON RIG MOVE Reported By

Seen by SMR/2





6.5 Rig Move Notification

MARINE OFFSHORE OPERATION SMR/2 TO

All Vessels

FROM SMR/2 c.c.

DSV/CSR Global Emerald

DATE: 1st. October, 2009

Dear Sir, Please be informed that the Drilling Tender, Global Emerald is currently set up at MMDP-01 on a heading of 031º T. The Rig will be departing location (MMDP-01) on or about the 18th October for Labuan. Rigs Position as Follows: Northings Eastings

Latitude Longitude

Duration of stay in Labuan is expected to be approximately 14 days after which the rig will move back to MMDP-01 to resume drilling operations. Please note that the Supply LCT and 6nos of the rigs anchors will be wet stowed off MMDP-01. Northings Eastings

Latitude Longitude

(See attached chartlets for your reference) Should you have any queries or encounter problems please feel free to contact SMR/2X (Tel 3374997) during office hours or the Duty Marine Captain mobile number (8730154) outside normal working hours. We trust the above information will be of assistance to you in the Safe and Efficient execution of your operations with the rig. Regards Original Signed SMR/2 Head Marine Operations





6.6 Remote Positioning Procedures Work Boats And Tugs AT LEAST 48 HOURS BEFORE VESSEL MOVE



Fax copy of anchor pattern to SMR for approval

 4985 (fax line)



SMR to fax approved anchor pattern to vessel and TSM (with coords)

 2377 (fax line)

24 HOURS BEFORE VESSEL MOVE



Contact TSM and confirm next location for vessel and ETA at next location: 

During working hours (Mon. – Fri. 0700 to 1600 hours) Outside normal working hours

 2673  RP Surveyor 08-775032 or  Duty Surveyor 08-724091



TSM will schedule vessel movement into TSM work programme. If remote positioning is not available TSM will advise and arrange to provide anchor positioning by demarcation.



One hour prior to start of anchoring operation, contact TSM to confirm intended location: 

During working hours (Mon. – Fri. 0700 to 1600 hours) Outside normal working hours

 2673  RP Surveyor 08-775032 or  Duty Surveyor 08-724091



Captain and surveyor to establish VHF communications on Marine Channel 19. All instructions regarding anchor handling will be issued on Marine Channel 19. Call sign for surveyor is "Topo-One".

 

Captain to advise surveyor of the first anchor to be positioned by the vessel.



Surveyor will assign anchor to remote positioning display. After about 1 minute the display will change from a plan chart to a bulls eye display centred on the anchor drop location. Surveyor to verbally confirm range and bearing to target and that any critical structures are visible on the vessel display.



Captain to navigate vessel until inside the 10-metre positioning tolerance circle on the remote positioning display. This should be done using the graphics and the range/bearing information. The surveyor will monitor the operation and provide verbal confirmation to Captain that all systems are working correctly.



When anchor position is within the 10 metre tolerance the Captain will "drop anchor".



When anchor is on the seabed, Captain to push the green fix button on the remote positioning display and advise surveyor "anchor on the bottom".



Surveyor will advise the Captain "position accepted" or "position rejected".

 If Anchor Accepted - remote positioning will return to plan display, and Captain to wait for next anchor assignment. Range and bearing to drop position will be displayed for comparison with line out meter.  If Anchor Rejected - remote positioning display will remain in bulls eye mode. Captain re-position anchor.

to recover and



If any hazardous incident occurs during the anchoring operation, then the Captain should press the red auxiliary button and inform the surveyor what happened onboard.



If the anchoring is considered to be unsafe then the Captain has the right at any time to stop the operation and inform the surveyor accordingly.



During anchor recovery the distance to the range and bearing to the drop position is to be monitored and compared with the line out meter. At the time the anchor breaks free from the bottom (anchor wire up and down, anchor off bottom) press the red auxiliary button.





6.7 Jack Up Pre Move Meeting Minutes MARINE OFFSHORE OPERATION SMR/2 JACK UP RIG PRE MOVE MEETING DATE VENUE RIG ATTENDED BY SMR/2 TSM/ RIG MANAGER STL/11 LOCATION DETAILS NEW LOCATION

OLD LOCATION LATITUDE NORTHINGS LONGITUDE EASTINGS WATER DEPTH HEADING

LATITUDE NORTHINGS LONGITUDE EASTINGS WATER DEPTH HEADING DURATION OF STAY PERSONNEL IN CHARGE / ATTENDING MOVE

TOWMASTER BSP REP / DSV CONTRACTOR REP / RIG SUPT BARGE MASTER / ENGINEER TSM SURVEYOR INSURANCE REP TSM DUTY SURVEYOR DUTY SMR/2 VESSELS

8724-091 PAGER 7880 8730-154 PAGER 7862 MARINE CRAFT INVOLVED IN MOVE VESSEL

MASTER

BOLLARD PULL

LEAD TUG ANCHOR HANDLER ON HIRE READY TO MOVE DATE/TIME

BACKLOAD / EQUIPMENT TRANSPORT WOP/SCO WORK (TIE INS) TOWMASTER ONBOARD DATE/TIME PERSONNEL TRANSPORT BOATS IN ATTENDANCE DATE/TIME TSM TOPO GEAR / GYRO ONBOARD? SCO/4 DIVING / ROV ? TOPO ASSISTANCE

BMS

WEATHER FORECAST

Available.



Marine Procedures Module 6 Location Moves Marine Procedures Module 6 Location Moves WIRE CHANGEOUTS PLANNED



(anchors/pennants) SMR Tow Master to instigate VHF navigation warnings before anchor operations commence

NAVIGATION WARNINGS ANCHOR BUOY PENNANT WIRE LENGTHS ACTION POINTS FROM LAST MOVE REPORT

ACTION PARTY:

TOW BRIDLE- Rig personnel to ensure Towing Bridle and anchor winches are prepared and ready for use before the move. Sufficient spare wire pennants, extensions, sockets, socket fast, shackles and split pins to be on board. TRANSIT DISTANCE TIME LEAD TUG TOWING DRAFT LEAST WATER DEPTH EN ROUTE RESTRICTIONS / HAZARDS (Coastal traffic/ inbound-outbound tankers) ROUTE Navigation warnings on VHF 15/16 to be broadcast by lead tug during tow.

NAVIGATION WARNINGS

ARRIVAL LOCATION NAV WARNINGS

NOTICE TO OPD

SMR Tow Master to instigate VHF navigation warnings before anchor operations commence. BSP DSV to advise AU of Approach if required.

PENETRATION / NUMBER OF PRELOADS / PUNCH THROUGH / SHALLOW GAS ? HEADING CONFIRMED SUITABLE WITH SAV ?

TBA

BOAT LANDING ACCESS

TBA

LCT MOORING:

LCT to be laid out and tested prior to departure of AHT.

SUPPLY OPERATIONS STAND BY VESSEL REQUIRED ? OTHER RIGS/WORK BOATS IN VICINITY

TBA

ESTIMATED TIMINGS OLD LOCATION Pre move meeting on rig Total Tow NEW LOCATION Final Approach Run Anchors Pretension Move into location Jack Up/ Preload/ Comm Dumping Ballast Disconnect Bridle Retrieve Anchors Total GRAND TOTAL BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 37 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)



ROLES AND RESPONSIBILITIES OF RIG PERSONNEL INVOLVED IN THE RIG MOVE RIG: Maersk Convincer NAME TOWMASTER

LOCATION: ROLE

DATE: COMMUNICATION (VHF CH)

SURVEYOR STERN TEAM:-

JACKING OPERATOR-

ANCHOR WINCH TEAMS AHT 1

AHT 2

AHT 3

GP Boat






6.8 Jack Up Move Report MARINE OPERATIONS SMR/2 JACK-UP RIG MOVE REPORT RIG OWNER OPERATOR

BSP

Rig move Commenced at Completed Rig move Time (net) Expected Rig move Time LOCATION DETAILS OLD LOCATION-

NEW LOCATION-

Latitude Northings

Latitude Northings

Longitude Eastings

Longitude Eastings

Water Depth

Water Depth

Heading

Heading PERSONNEL INVOLVED BARGE PERSONNEL

Person In Charge Barge Engineer Insurance Rep. NAME

OPERATOR PERSONNEL BSP DSV SMR Tow Master Surveyor

TYPE

CRAFT INVOLVED IN MOVE ON LOCATION BHP BP TIME

RELEASED

DATE

TIME

DATE

AHT AHT TIME SUMMARY OLD LOCATION COMMENCE AT DATE

TIME

COMPLETE AT DATE

TIME

TIME HOURS

Pre move meeting and tug inspections Lowering Barge - Running Anchors Connecting Tug Jack Down and W/T tests Pulling legs Move out / Soft pin Recover Anchors Secure Cranes lift legs,preparations for tow Total TOWING COMMENCE AT DATE

TIME

COMPLETE AT DATE

TIME

TIME HOURS

ON TOW Total NEW LOCATION COMMENCE AT DATE

TIME

COMPLETE AT DATE

TIME


TIME HOURS




Passing Anchor (s) preparations to approach Final Approach & soft pin Running Anchors And Pretension Positioning Rig Jacking Up Barge Preload Let Go Tug Retrieving Anchors & lay LCT Total Date

Time

To

Date

LOST TIME BREAKDOWN Time Total hrs

Reason

TOTAL TIME Comments on lost time : TOW DETAILS Max Rig Draft

Distance Speed Leaving old location Name Position

Lead Tug

Arriving new location Name Position

Lead Tug

Tow vessel positions Tail Tug

Tail Tug

Bridle Tail Tug

Tail Tug

Bridle MOORING ASSEMBLY

ANCHOR WIRE NO.

DATE FITTED

ANCHOR SIZE/TYPE

PENNANT COMPOSITION

LENGTH (M)

1 2 3 4 LCT = 8T Danforth + 330m 21/4” pennant. Date

Time

Wind Spd

Dirn

WEATHER Actual Sea State Sea Swell

Weather

Activity

COMMENTS ON VESSEL PERFORMANCE VESSEL

MASTER

COMMENTS

RIG INFORMATION FINAL RIG HEADING SKID OUT DISTANCE LEG BOW PORT STBD Stand By Vessel Details SBY Vessel / Alternative LCT Details

FINAL PENETRATIONS FEET

METRES

COMMENTS ON RIG MOVE

Reported By

Seen by SMR/2

Distribution: SMR/2 for approval After approval: BSP Contract Holder Department, Rig, SMR/2 Rig File Covering letter and copy of anchor pattern to be sent to all Supply vessels (attached.) BSP Marine Procedures MP106 Rev 2.docxLocation Moves MP106 Rev 2.doc Page 40 of 42 (Hardcopy documents are not controlled, Last printed 11/26/2015 9:52:00 AM08/11/2004 17:32)



6.9 GP Boat Set Up on Deck of GP Boat for the Passing of the Anchor Wire.

Wire winch

Winch drum Hook

Steel ring Guide

6 ton shackle connected to wire winch and steel ring Guide 6ton shackle connected to Eye pad and end of wire sling

6 ton shackle connected to Eye pad and steel ring Guide

Wire sling

Eye pad fitted on deck

End of the wire sling to be secured to the hook after the sling passed through the anchor wire socket

17 ton shackle Spelter socket Equipment Required Wire Sling 12mm Dia x 3m x 1pc

17 Ton SWL Shackle x 1 pc

6 Ton SWL Shackle x 4pcs

Steel Ring Guide

Mooring Ropes 6 inch Dia





6.10 MOU Move MOPO



BSP Marine Procedures MP106 Rev 2

Recommend Documents