ATIONInter-filed TowTowing With Anchor WiresTow PassageMaterial / Dumb Barge

TowingGeneral PrecautionBad Weather ActionMOORING

EQUIPMENTS5.1 ANCHOR MOORING ARRANGEMENTWinchesRemote TV
MonitorsTension MetersPayout CounterFairleads And RollersAnchor CableAnchorsPennant
WiresAnchor BuoysOther FittingsSpring BuoysBuoy Catchers

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MARINE GUIDELINE AND PROCEDURE
SOFT MOORING TO JACKET LEGROPE TYPE/SIZEPILE MOORINGPIPELINE
PROTECTORSLCT MOORING AND ASSEMBLYANCHOR PATTERNSDRAWING OF
ANCHOR PATTERNSMANDATORY REQUIREMENTSPositioning of anchors in vicinity
of pipelinePositioning of anchors in the vicinity of offshore structureAnchor wires crossing
pipelinesAnchor wires crossing another anchor wireAnchor on DeckUse of Anchor Handling
Tongs/JawsANCHOR WIRE CATENARY CALCULATIONSDISTRIBUTION OF
ANCHOR PATTERNSANCHOR HANDLING OPERATIONSOPERATIONS AT
NIGHTRUNNING AND SETTING OF ANCHORSConnecting Anchor for Running
OutPaying Out Anchor WireLowering and Setting AnchorsConnecting and Releasing
Anchor BuoyRetrieving AnchorsBreaking Out AnchorsAnchor Wire RetrievalRunning
Anchors Under BridgeStatic Running of AnchorsPre-Tensioning of AnchorsFinal Check on
Anchor PositionsPIGGY – BACK ANCHORANCHOR CHASINGProvision of Anchor
ChasersTOWING VESSELSANCHOR HANDLING
VESSELSHEAVY WEATHER ACTIONALERT OPERATION CONDITIONSUSPEND
OPERATION CONDITION

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDUREINTRODUCTION
PURPOSEThis section provides Towing, Mooring and Anchor Handling information
and procedures for rig and barge moves.SCOPEThis procedure covers towing, mooring,
anchor handling operations carriedout by vessels chartered by TL Offshore/ CREST
PETROLEUM for movingrigs and barges.ABBREVIATIONSTLO – TL OFFSHOREOCS –
OFFSHORE CONSTRUCTION SUPERINTENDENTCSR – CLIENT SITE
REPRESENTATIVESIWRC – INDEPENDENT WIRE ROPE COREAHT – ANCHOR
HANDLING TUGSFCB – FAST CREW BOATGP - GENERAL PURPOSE/UTILITY
BOATSSV – SUPPLY VESSELLCT – LANDING CRAFT
2.0 WEATHER
Weather patterns offshore @ South China Sea are generally influenced byseasonal
monsoons.The North East Monsoon ( November to March ) winds are usually strongerand
steadier.The South West Monsoon ( June to October ) winds are generally weaker but brief
surges of local squalls with gale force winds may be expected. A long band of dark dense
cloud indicates the approach of these squalls over thehorizon. They are more frequent near
the coast than over the open sea. Thesudden on set of these squalls, in between finer weather,
has been the cause ofseveral incidents over the years in this region.Weather conditions
during the transition period (March to May) are mostfavorable. However it should be noted
that sudden squalls, which are commonduring SW monsoon, may also occur during this
transition period.

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MARINE GUIDELINE AND PROCEDURE
In order to ensure safe planning on offshore operations, weather report will be provided by
weather station hired by TLO/CREST.
3.0 COMMUNICATION
The Marine Department advises co-ordinates and carry out Marine Operations foruser
departments.All communication with contractors shall be through Marine Department.A
daily report from vessels to be submitted to Marine Department.
TOWING
4.1 TOWING ARRANGEMENTTowing arrangements fitted shall on rigs and barges shall
comply with thespecifications as laid out in the contracts.Atypical towing arrangement shall
consists of :Two towing SMIT type brackets, one on each side on the bow. This type
of bracket allows for a quick release in an emergency.One chain bridle with each leg
connected to the SMIT bracket by an openlink. Each bridle leg is led through a closed
towing fairlead at the extremedeck edge.The chain bridle meets at a triangular plate
( Monkey face / Delta Plate ). Theangle between the legs shall not exceed 60 degrees.A
pennant wire complete with sockets (Towing Pennant) connected to theother end of the
triangular plate. This pennant shall be about 75 feet in length.The end of the towing pennant
will have a compatible size shackle. Thisshackle is for the purpose of connecting to the tug’s
towing line.A permanent arrangement for bridle recovery shall also be fitted.The towing line
arrangement on the tug shall consist of:A towing wire of 1000 meter in length. The size of
the wire shall be

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MARINE GUIDELINE AND PROCEDURE
compatible with the vessels bollard pull – minimum breaking strength beingat least 2 times
the maximum static bollard pull capacity of the tug.Some client/third party surveyor or
marine warranty would prefer to attach anylon stretcher between the triangular plate and the
tow line. If stretcher is used,the length shall be about 75 feet. The Breaking Stress of this
stretcher shall be50% excess to the towing wire.Tow bar, gobline,towing pillar or other
arrangement to keep the towline in position and to prevent girding the tug.


Suitable anti-chafe material to be fitted on sections of the wire where chafingis likely to
occur.A complete spare set of the above equipment must be readily available on
thevessel.EMERGENCY TOWING ARRANGEMENTIn addition to the main
towing arrangement, every rig or barge shall be fitted withan Emergency Towing
Arrangement.This emergency arrangement may be similar to the main towing arrangement
ormay consist of a single SMIT bracket/chafe chain/pennant system fitted at theother end or
quarter.For recovery, pick up rope (10” X 150” buoyant synthetic rope) shall beconnected to
the towing pennant.This emergency towing arrangement must be rigged and ready for
use.TOWLINE CATENARYTowline catenary varies with the length of the tow wire, tug
horsepower / bollard pull, resistance of the tow, speed of tow and sea state. A proper
catenary is one ofthe most important controllable factors of the tow. An ideal catenary is
when theshock – loading imparted on the towline is minimized. Adequate verticalclearance
from the seabed must be maintained to avoid damage to tow line.When the tug and the tow is
influenced by wave action, considerably higherinertia occurs. Magnitudes of such loads
increase as the towline stretchers. Thecombination of load and stretch result in energy
absorption by the towing gear.When enough energy has been absorbed by the towing gear to
offset the inertia,the load begins to diminish. Energy absorption and dissipation on the
towing gear

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MARINE GUIDELINE AND PROCEDURE
is a continuous cycle when towing in heavy seas. The nylon stretcher helps todampen the
shock as the tow surges n the seaway.A minimum length of towline is needed for directional
control, to get the rig outof the tug’s wake, and to prevent the tug from being overrun by the
rig/barge. Theusual length of towline used for interfield tow is between 650 meter and
750meter.TOWING OPERATIONTowing operation described in this guide cover field tows
in South China Sea area( Petronas , Shell and Esso oil field ) only. Ocean tows are not
included.Vessels used for towing shall be properly classed with their bollard
pullcertifications. They should carry equipment as specified in PCSB and TLO/CREST
vessel specifications.INTERFIELD TOWSFor interfield tows, the barge/rig shall be towed
from a fix bridlearrangement as described in sub-section (4.1). Towing of jack up rig
shallalways be from a fix bridle irrespective of distance.TOWING WITH ANCHOR
WIRESFor short infield tows, a barge/rig may be towed on the anchor wire. Withthis method
the anchor should be decked.It should be noted that when towing on an anchor wire, the
“dog” or“pawl” on the wire drum must be engaged to ensure that the wire does notslip and to
prevent damage to the winch. Anchor winch gear clutch must be disengaged.TOW
PASSAGEDuring tow passage, the rig/barge mover interfaces between bargemaster/captain
and the tow tug master. There should be a constantinterchange of information like weather
forecasts, any intended change indraft, deviation from intended route etc. The tug shall
report at least onceevery 6 hours of the tow speed, course made good, and distance to go
andestimated time of arrival. Shoals other danger to navigation on theintended route should
be closely watch by the tugs.

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MARINE GUIDELINE AND PROCEDURE
All proposed tow route to be submitted to TLO marine department forapproval.MATERIAL
BARGE / DUMP BARGE TOWINGTowing of material barge/ dump barge/ module or any
other barge whichis unmanned shall refer to the following:-

Tug master is to ensure that all materials on the barge are properlysecured/lashed.


A third party towing survey and declaration certificate must beobtained before commence
towing.


Tug master to ensure that all navigation light/ signals on the barge arein place.


Ensure sufficient mooring line is available.



EnsureGENERAL PRECAUTIONSThe following factors have to be considered for the safe

execution of towoperations:-


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



Effective passage planning to ensure that proper route is followed.



The good working order of all towing and navigation equipment.



Adequate contingency plans to cater for unpredictable weatherconditions.



The effective watertight integrity of the barge./rig. All ventilators andair pipes are to be fitted
with quick closing appliances. All openingson weather deck are to be closed and secured.


The proper securing of all deck cargo and equipment carried on the barge/rig.


The barge is to have sufficient intact statical and dynamical stability.The effect of all slack
tanks to be minimized.BAD WEATHER ACTIONIn case of deteriorating weather, the
following courses of action should beconsidered:-


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

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
Increasing tow line catenary to minimise shock load on the towingequipment.


Modifying the draft and trim of the barge.



Keep shore informed of the weather conditions.



Seeking shelter.Direct control of the barge during the tow is with the Barge Master. He
shallensure that the seaworthiness of the unit is maintained at all times. All seafastening and
barge towing equipment shall be periodically checked throughoutthe tow passage.
MOORING EQUIPMENT
5.1 ANCHOR MOORING ARRANGEMENTIn offshore operations, barges are usually
moored by anchors to maintain position.These anchors are laid in an “ANCHOR
PATTERN” designed to suit the barge.However in many circumstances, deviations from the
Standard Anchor Patternwill occur owing to pipeline and/or other obstructions.Refer to
APPENDIX … for an example of a typical ‘ Anchor Pattern’. AnchorMooring Equipment
shall be classed by a reputable Classification Society.WINCHESWinches are machinery
used for hauling in and paying out anchorcables/wires. Those used for chain operations are
referred as windlass.The winches should always be kept in good running condition.
Winchesmay be fitted with a single or double drum. Single drum is preferred as itgives
greater flexibility in anchor handling operations. They may bedriven by an independent
internal combustion engine, hydraulic orelectrical power. Engine driven winches are more
powerful but electrical powered can run at a controlled variable speed enabling anchors to
rununder tension when required.Winches braking system should be set to hold to a load of
about 60% ofthe Minimum Breaking Load of the wire above which slippage shouldoccur.
Oil, moisture or heavy rust on brake linings should be avoided asthey can reduce the holding
power. When running anchors, avoidexcessive winch speed as this can also reduce brake-
holding capacity bythe built-up of heat in the lining.

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MARINE GUIDELINE AND PROCEDURE
REMOTE TV MONITORSWhen operating an anchor winch, the operator must have a full
view of thewinch drum. In a remote control system, TV monitors showing the winchdrum
should be fitted at the winch control panel.TENSION METERSTension meters are fitted for
the purpose of pre-tensioning anchors andmonitoring anchor wire tensions. After a barge
is in position anchor wiretension has to be monitored continuously for the following
purposes:-


Maintaining a minimum or maximum tension to avoid chafing of pipelines or keeping

vertical clearance from anchor wires of another barge doing simultaneous operations.

In heavy weather, tension on the anchor wire is one criteria in decidingto stop work and pull
off.


Continuously monitoring the wire tension can help to detect anchordragging.Tension meters
shall be calibrated to ensure a correct reading at all times.PAY-OUT METER ( FOOTAGE
COUNTERS )Pay-out meters indicate the length of wire paid out from the fairlead. It
isimportant that the barge mover or anchor foreman and the winch operatorknows how much
wire has been paid out at all times during anchorhandling. This instrument will also come in
useful when marking wires forwhatever purposes including marking of spring
buoy position.FAILEADS AND ROLLERSFrom the winch drum anchor wires are usually
led through a series ofrollers before reaching the roller failead. The diameters of these
rollersmust be compatible with that of the wires. The moving parts must beregularly check
for wear and tear, cleaned and greased so that they turnsmoothly. If a snatch block is
used, the same shall applyANCHOR CABLES

ADVERTISING

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MARINE GUIDELINE AND PROCEDURE
Anchor cables may be wires, chain or wire/chain combinations.Anchor wires offers greater
flexibility in anchor handling operationsespecially in pipeline areas and shallow waters.
Wires should be ofgalvanized type. Length of wires varies with the type and size of
barge.The minimum length being about 3000 feet. Pipelay barge, installation barges, semi-
submersible rigs, drill ships and vessels with self-anchorlaying capability usually have
longer wires.The anchor end of the wire shall be fitted with a closed type SpelterSocket.
Experience has shown that this type of socket is more robust,easier to handle and can be
replaced onboard the barge. For additional protection to the wire, installs swivel between the
socket and shackleconnecting the anchor. The swivel will reduce kinks to the wire.The drum
end of the anchor wire shall be connected to the drum in such amanner that it can be released
quickly in an emergency.Chains and wire/chain combinations are not commonly used except
insemi-sub rigs and drillships. In wire/chain combinations, a length of chainis fitted to the
wire just before the anchor. This chain serves as part ofground cable and it enhances the
holding power of the anchor.ANCHORSA wide variety of anchors are used in mooring rigs
and barges offshore.An ideal anchor shall have the following characteristics:-


High holding power in varying soil conditions.



Posses good stability in its buried position and when it is draggedthrough the seabed when
tensioning.


Capability to quickly engage and penetrate the seabed upon dropping.


Have a low breaking out force.


Lightweight and easy to handle including easy to decked.



Not prone to being damaged or causing damage to anchor handlingvessels.Must have no

moving parts which may be clogged or jammed inoperation.The “DELTA FLIPPER” type is
most commonly used in our region. Theyhave been found to be efficient and reliable and
therefor highlyrecommended.

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MARINE GUIDELINE AND PROCEDURE
All anchors must be fitted with a chain pigtail at the crown end. This is to provide for safer
handling and avoid chaffing of pennant wire, whichcommonly occurs if they are fitted
directly to the anchor.Some anchors ,e.g. DELTA FLIPPER and STEVIN, have a provision
forchanging fluke angles to suit the soil conditions. This provision shall bemade use where
necessary.STEVIN however will have problems when require to be decked as it maytopple
to the side because of the pennant and anchor wire connectionarrangement. Both wires are
connected at the shank end.PENNANT WIRESPennant wire shall not be less than the anchor
wire as the wear on the pennant is usually greater than that of the anchor wire. Pennant wire
isused to lay and retrieve anchors and if the pennant parted, there will bedifficulties in
retrieving anchor.The length of pennant wire varies with water depth, expected
anchor penetration, tide and sea conditions, and type of anchor handling tug. As a practice
the following will be a good guideline for determining pennantlength;


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



For soft/mud sea bed - : Water depth + 100 feetFor safe anchor handling practices, a normal
length of pennant wire isaround 150 feet.Pennant wire arrangement will depend on the type
of anchor buoy. For asuitcase buoy, the pennant consists of a single length of wire.
Thedisadvantage of this system is the need to constantly change out the pennants to suit the
locality. For a crucifix buoy, the pennant may consistof a combination of different
length.ANCHOR BUOYSAnchor buoys serve to hold the pennant wire and as a marker for
theanchor position. They come in varying shapes and sizes. An ideal anchor buoy shall have
the following characteristics:-

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MARINE GUIDELINE AND PROCEDURE

Required buoyancy – this is directly related to the weight of the pennant. There should be
sufficient reserve buoyancy to ensure thatthe buoy is always visible above the water.


A good balance to keep the buoy upright.



Consist of several compartments.



Is foam filled.Have rounded corners with minimal sharp edges.Have flat sides for better
stability when placed on anchor deck.


Is painted with highly visible colour.

CRUCIFIX TYPE
The advantages of this buoy are:-


No need for a complete change out of pennant in varying water depths.Piggy back anchors
can be laid without having to change the pennantsystem.


No chaffing of pennant with the buoy as in the case of suitcase buoys.Convenient for
bringing anchor on the anchor handler deck.( easystorage).
SUITCASE BUOY
This type of buoy is commonly used on installation, pipelay andconstruction barges which
move frequently. With this type of buoy,anchor handling operation is much faster and work
on the anchor handlertug is minimized. However it lacks the advantages of the crucifix
buoy.Another disadvantage of this system is that most of the joints and fittingsremain
underwater during anchor handling and therefor it is important thatthe whole
anchor/pennant/buoy system be lifted on the barge forinspection regularly.OTHER
FITTINGSThe various connections between wires, chain, pennants and buoysshall have a
compatible SWL ( Safe Working Load) with the itemsthey connect. Suitably sized shackles
should be used to ensure aslightly loose fitting for ease of connecting and
disconnecting.Proper split pins shall be used and sufficient spares be madeavailable during
anchor handling operations.

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MARINE GUIDELINE AND PROCEDURE
NOTE ; Shackles must be Safety Type Shackles i.e Hexagon head pin, nut and split
pin.SPRING BUOYSSpring buoys are buoys that are connected to anchor wires for
the purpose of giving the latter a vertical lift. They are used when thereis insufficient vertical
clearance between pipelines and anchorwires crossing them.BUOY CATCHERBuoy
catchers are used to retrieve buoys from the water. The buoycatcher sling is connected to
tugger winch on deck to enable it
to pull the buoy clear of the water and secure it to the skark jaw orany similar stopping
devices.The recommended assembly for the buoy catcher sling consist ofthe following:--

One x 2 ft x ½ inch diameter chain-

Two x 20 ft x 3 inch circumference wire-

One connecting ringRefer to the layout below.SOFT MOORING TO JACKET LEGSSoft

mooring to jacket legs can be of mooring wire or ropes or combinationsof both. When using
soft mooring, the following guidelines shall befollowed:-Obtain approval from Jacket/
Platform ownerA soft mooring arrangement must consist of a weak link. The
maximum breaking strength of this weak link shall not exceed the allowable load onthe legs.


If wires are used to loop around jacket legs, then the legs must be protected to avoid direct
contact with wires.If the mooring line is a wire rope, then a fibre rope stretcher must
beincorporated.


If fibre ropes are used to loop around jacket legs, then steps must be takento prevent chafing
on the fibre ropes.In carrying out a soft mooring operation, the following safe
working practices shall be observed:-

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MARINE GUIDELINE AND PROCEDURE
Fairleads, bollards bitts, rope drums and fitting must be compatible in size andcapacity.


Surface of fairleads, bollards, bitts and drum ends should be kept cleanand maintained in
good condition.


Mooring deck should have anti-slip surface.



Mooring rope used must be in good condition and should be examinedregularly for wear and
splices should be intact.


Wire ropes should be regularly treated with suitable lubricants. Never stand in bite of rope.


Only properly trained and experienced persons should be allowed tooperate winches.

Stay clear when ropes are under tension. Ropes should only be handledwhen there is a
sufficient slack.


Ensure personnel involve are brief thoroughly and task given are wellunderstood. Unwanted
personnel should stay clear from the operation.Sharp angle leads should always be avoided.


Ensure correct type of stoppers are used i.e. chain stopper for wire andrope stopper for
ropes.Maximum number of soft mooring allowed per platform is normally 2(two) line.Refer
to examples of soft mooring arrangement below:-ROPE TYPE / SIZEPolypropylene is
normally used for soft mooring because of the followingcharacteristics:-It is light and floats
in water.Easier manually handleCauses less abrasion than wireBetter energy absorption
characteristics than wireSize and strength of the ropes normally used are as follows :-
Circumference 5” : breaking strength 19.0 MT8” : 47.8 MT10” : 73.0 MT12” : 100.0 MT

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MARINE GUIDELINE AND PROCEDURE
Breaking strength will vary from type of ropes and sizes. Normallymanufacturers will advice
on the breaking strength and all ropes comewith manufacturer certificates.As a guide,
Maximum Breaking Strength is about 120% of the MinimumBreaking Strength as advised
by manufacturer.PILE MOORINGIn areas where pipeline congestion and platform
configuration prohibit theuse of a normal anchor pattern, pile moorings may be introduced in
placeof anchors.Pile mooring facilities are only good when it was first install. Theconditions
will deteriorate as time goes by and therefor all theconnections, fittings and the holding
capacity is reduced. It is best to checkthe condition of the fittings and connections before
use. From past records,there are cases where the pile was missing from the locations may be
dueto corrosion.PIPELINE PROTECTORSPipeline protectors are semi circular plates that
are placed over pipelinesto protect them from being damaged by anchor wires which cross
overthem.But laying pipeline protectors is costly and time-consuming operation andtherefor
may not be the best option especially when the use of spring buoyis effective.The use of
pipeline protectors may be considered under the followingcircumstances:-In shallow water
where spring buoy may be ineffective.When barge remains on location for an extended
period of time.When the wire touch down position is between the pipeline and the bargemay
change when the barge moves without relocating anchors.When the use of spring buoys may
reduce the minimum length required onthe ground.LCT MOORING

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MARINE GUIDELINE AND PROCEDURE
LCT buoy moorings are deployed for the purpose of mooring smallervessels like the LCT's,
standby vessels, crew boats and material barges inoffshore locations. Although all vessels
are equipped with anchors,mooring to LCT buoys offer the following advantages:-Quick
mooring and unmooring. This is vital for standby vessels. No risk of accidental anchoring on
pipelines.Less risk of dragging.LCT mooring should only be deployed in places where:-
Away from pipeline congestion area.Safe from shipping trafficSheltered from dangers
including expected wind and swell condition. Not far from main facilities.There are two
types of LCT mooring systems namely " Double BuoyLCT"- consist of two buoy and an
anchor, and "Single Buoy LCT"-consist of one buoy and one anchor.Refer to diagram below.
ANCHOR PATTERNS
DRAWING OF ANCHOR PATTERNIn drawing anchor patterns, the following guideline
shall apply:-Draw on an updated topo chart. Preference scale is 1: 5000 feet. Scale1:10000
may not be accurate when extracting Northing and Easting.Show the bearing and distance of
each cable including the angle of wire.Show the spring buoy locations.Keep as close as
possible to the Standard Anchor Pattern lay put of the barge.Keep the pattern symmetrical to
maintain even load distributions.Know the scope of work of the barge i.e
pipelay, installations etc.Determined the minimum wire length required in conjunction of the
waterdepth.The nature of the bottom.The prevailing weather pattern for the location.Time of
move and expected duration of stay.

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Material barges, supply vessels, crew boats and other vessel access to the barge.Identified all
limitations and hazards around the area including presence ofother barges in vicinity.The
minimum clearance from the pipeline, jacket legs and well head as per client
requirement.The wire catenary.Type of anchor, buoys and cable size and length
available.Comply with all the mandatory requirement spell out below ( 6.2)MANDATORY
REQUIREMENTSPositioning of Anchors in the vicinity of pipelines.When anchors are
positioned in the vicinity of pipelines, thefollowing horizontal clearances shall be
maintained:-Anchor Positioned between Barge and Pipeline.Distance between anchor and
pipeline should be not less than
100 m.If water depth is more than 100 meter,
then distance between anchor and pipeline shall be at least
equal to water

depth.
(Pendulum effect when lowering anchors to be considered forsafety margin).Anchor
Positioned Across PipelineDistance between anchor and pipeline where it cross at an
angle less than 60
,
shall not be less than
150 m.
Distance between anchor and pipeline where it cross at an
angle between 60
to 90
shall not be less than
200m
.Positioning of Anchors in the vicinity of Offshore Structures.When anchors are positioned
in the vicinity of Offshore structures,the horizontal clearance shall not be less 150 meter.This
apply to jackets, vent stacks and platform legs.Anchor Wires Crossing PipelinesAnchor
wires crossing pipelines within elevated section of thecatenary shall at all times maintain a
minimum vertical clearanceof not less than 15 feet.

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Anchor wires crossing pipeline beyond the elevated section of thecatenary shall at all times
have adequate length of ground wire before the crossing point on the pipeline. The minimum
groundlength from the touch down to the pipeline shall not be less than300 feet. This is to
avoid axing effect of the wire on the pipeline.The barge shall ensure that the requirement for
minimum length ofthe ground wire is met at all times for the range of operatingtensions
likely to be used.See the appendix below for reference.Anchor Wire Crossing another
Anchor WireIn simultaneous barge and or rigs operations, anchor wires fromdifferent
barges/rigs may cross each other provided the followingconditions are observed:-Both
barges/rigs must be able to clear the location independently in anemergency. Escape routes
must be pre-planned.There shall be a minimum vertical clearance of not less than 15
feet between the two wires, the upper being at the lowest workingtension and the lower at the
highest working tension.If unable to comply with requirement specified above, use of
spring buoys to support of the sections of the wire in order to achieve theminimum vertical
clearance specified.Anchor on deckAnchors shall always be decked before running across
pipeline.When anchor is brought on deck, it should be placed forward ofthe anchor handling
pins or shark jaw with the anchor wire lockedin.It must be known that when running anchor
whilst the anchor is ondeck, it reduced the manoeuvrebility of the vessel and the
shockabsorbing effect of the wire. Special caution must be taken to avoidany shock load
while running the anchor.Use of anchor handling tongs/ jawsOnly vessels fitted with anchor
handling tongs/shark jaw areallowed to carry out anchor handling operation.

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The use of "Pelican Hooks" is not allowed. These assemblies iffitted should be
removed.ANCHOR WIRE CATENARY CALCULATIONSCatenary calculations for
specified water depths and wire weights/sizesshall provide the following information:-Touch
down point at specified working tensions.Minimum vertical clearances at critical points on
the elevated catenaryfrom the pipelines and other obstructions.DISTRIBUTION OF
ANCHOR PATTERNSAnchor pattern proposed must be submitted to the client for review
andapproval.Upon receiving the approval, anchor patterns should be distributed to
thefollowing parties:-Contract holder - the client.Marine department of TLOOperation
department.Barge superintendentBarge masterBarge foremanBarge anchor foremanAnchor
handling tugsPlatform supervisorAny other relevant party i.e port authority, pilot etc
ANCHOR HANDLING OPERATIONS
ANCHOR HANDLING AT NIGHT NEAR OFFSHORE INSTALLATIONSIt is common
that darkness impairs ones vision and judgement. Therefor tomaintain a high standard of safe
operation offshore, it is important to take precautions by imposing certain restrictions on
operations during hours ofdarkness. Normally anchor-handling operations at night should be
avoided and thisshould be taken into account when scheduling and programming barge

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movement into platforms. However if require to run anchor at night, thefollowing shall be
observed;In pipeline congested areas, no anchor handling operations are permittedexcept if
the anchor handler is fitted with positioning equipment i.e.DGPS incorporated with
BMS. No restriction if operation is in open area. No anchor shall be positioned within 200
meter from pipeline andmaintain minimum horizontal clearance from any structure more
than200 meter.However the final decision for night operations will depend on thecomfort of
CSR and the confidence level of AHT Master.RUNNING AND SETTING OF
ANCHORSConnecting anchor for running out.The anchor may or may not be attached to the
wire.If it's not connected, the following actions are to be carried out:Load on the AHT the
required length of pennant wire. The pennant is thenconnected to the work wire on the AHT
anchor-handling winch.Load the crucifix buoy onto the AHT. Several sets of anchors and
buoysand other accessories may be passed to the AHT depending on her sizeof deck.Position
the anchor properly on deck and connect up the primary pennantto the anchor chain pigtail.
Pick up the slack on the pennant.Pass the end of the anchor wire to the anchor handler by
using a tuggerwire from the vessel. Align the anchor wire and hold it using shark jaw.
Connect wire to the anchor.Depending on the circumstances, anchor may be kept on deck or
ifrequired, lower it to the back of stern roller and ready for running.If the anchor is already
connected to the wire, do the following:-Ensure that the AHT is having adequate number of
buoys and pennant.Pass the anchor pennant wire that already connected to anchor, to
theAHT using barge crane. The AHT will then hold it with shark jaw andconnect to the work
wire.AHT will then slowly heave in the anchor till the stern roller or deck(depending on the
presence of pipelines in the area), while holding her position steady. At this instant, the barge
has to keep the anchor wireslack until the anchor is well passed to the AHT.The AHT will
then align herself and ready to run.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURECaution :Transfer of anchors between barge and
anchor handler shall becarried out in areas free of sub-sea line.The operation connecting and
disconnecting anchor anddecking/lowering anchors from the anchor handler deck shall becarried
out in a position at least 100 meter away from nearestpipeline.
Paying Out the Anchor WireThe barge pay out an adequate length of anchor wire as the
anchor handlermoves into position between 100 - 200 meter from the barge and alignsherself
prior to running out the anchor.Once ready, the AHT will moves towards the proposed
anchor position as per anchor pattern at a speed agreed by both parties. It is important that
thewire is at light tension so as to prevent formation of bight of wire on theseabed.When
require to pay out under tension, ensure that the brake is not appliedsuddenly to avoid shock
load on the winch. Effective communication isessential through out this operation as to
prevent damage to equipment andinjury to personnel.Winch operator must ensure at least
ONE layer of wire remain on thewinch drum. This will allow sufficient wire for spooling in
and to preventfrom accidental slippage of wires from the drum.Lowering and Setting
AnchorsAt about a vessel length from the final position of the anchor, the AHTMaster will
slow down the boat and advice the barge to reduce the speedin paying out the wire.When the
AHT is on location, the barge applies brakes. The anchor cannow be lowered slowly to
the bottom. At this instant the AHT will have tomaintain the heading and probably some
headway to ensure anchor and pennant are under some tension to prevent kinks and fouling
of anchorwire.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE
There should be no headway once the anchor on the bottom. The pennantwire is slackened
off until the required amount has been paid out.Connecting and releasing the anchor buoy.
(Crucifix Type Buoy)Once the anchor in on the bottom, the barge should tension up slowly
onthe anchor to see if it holds before instructing the AHT to buoy the anchor.Connecting and
releasing the buoy is carried out as follows:_a)

The shark jaw is raised to catch the pennant wire on the socket. b)

Connect the buoy pigtail to the pennant wire.c)

A slip hook connected to the work wire is then attached to the buoy.d)

Heave up the work wire until the socket is clear from the shark jawand the shark jaw is then
lowered.e)

The work wire is paid out until the slip hook trips and the buoy isreleased.
Note:If TRIPLEX Shark Jaw is used, step c) to e) is not necessary.
Retrieving Anchors(Crucifix Buoy System)The AHT is manoeuvre towards the buoy with
her stern roller first. Assoon as the buoy is within the reach, the deck crew will hook it
usingthe buoy catcher.The buoy is heaved on deck using the buoy catcher connected to
thetugger winch.Shark Jaw is used to hold the buoy pennant wire socket.Once secured, the
buoy catcher can be slacked off and release.Clear the buoy aside and connect the work wire
to the pennant.The anchor is now ready to be heaved.It is essential to the boat Master to
know the heading of the pennant wireto reduce chaffing and strain on the pennant.(Suitcase
Buoy System)The buoy may be catch by using "buoy catcher" of "boat hook" to pull inthe
sling attached to the buoy and heave to the deck either bymanhandle or tugger assisted
(whichever is possible and practicable atthe particular moment).Work wire is then connected
to the sling and the anchor is ready to beheaved.
TL OFFSHORE SDN BHD
MARINE GUIDELINE AND PROCEDURE
Breaking Out AnchorsThe AHT commence heaving the anchor out of the seabed. The
vesselshould pull at an angle of approximately 15

to the vertical and heading inthe direction away from the barge but align with wire
catenary.The vessel will gradually increase her power until her forward pull forceof her
heaving, break out the anchor from the seabed. This method willminimize any shock loads
on the pennant wire.Anchor should never be broken out with vertical pull on the pennant
wire.The pennant wire may part due to shock loading as the vessel rides thesea.Once the
anchor has been broken out, the anchor is gradually retrievedfrom the seabed until it is clear
below the stern roller. The anchor wire isnow ready for retrieval by the barge.Anchor Wire
RetrievalOnce the AHT master informs that the anchor is clear and on the sternroller, the
barge may heave in slowly. Sometimes the AHT may require tomove along the direction of
the wire catenary in order to speed up theoperation but the vessel must not be allowed to on
top of the wire as thewire entangle with her propellers.The anchor wire should be hose down
to remove any excessive mud,debris and marine growth. Visual inspection of the wire should
be carriedout to check for any damage.As the vessel approach the barge, retrieval speed
should be reduced toallow the Master to manoeuvre and line up the boat stern with
the anchorfailead.The vessel is brought close to the barge within the crane reach to pass back
the anchor and pennants. Some barge may have anchor racks and ifracking of anchors is OK,
the anchors will be continuously heave until it israck. The AHT will have to synchronize the
pay out of the pennant as the barge heave in.Anchors should not be allowed to swing freely
as this can easily damagethe hull.Running anchors under bridges.The need may arise to run
anchors under platform bridges in order toobtain the spread required maintaining the barge in
position.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE
The following method may be used to execute the task.The anchor is disconnect on the barge
and then transfer to the AHTtogether with buoy/s and pennant wires using the barge crane.
Theanchor may also be passed direct from the rack and disconnected onthe AHT later.
(Preferred method for a suitcase buoy system).An adequate length of the anchor wire is
passed on to the messenger line boat, which will be used to run the wire under the Platform
Bridge.Generally a small mooring boat having sufficient head clearance fromthe bridge is
used.The barge slack down on the anchor wire as the messenger boat runs itunder the bridge
and transfer to the AHT awaiting at the other side ofthe bridge.The anchor wire is then
connected to the anchor on the AHT and theanchor is then run out as in usual manner.If the
anchor wire is too heavy to handle by the messenger, it is good toinstall some buoys to carry
the weight of the wire.Static running of anchors.There may be cases where it is not possible
to maintain the requiredminimum vertical clearance from subsea obstructions in shallow
waters,despite running under tension. In such situations, the anchor wire shall berun static as
follows:-The anchor buoy and pennant wire are transferred to the AHT. The anchoris
disconnected from the anchor wire on the deck of AHT. Sufficientlength of anchor wire
required to reach anchor location is spooled ontothe work drum.The barge winch is put on
brake and the wire is laid slowly by the AHT asshe proceeds towards the target location. In
this manner, the wire will be laid onto the pipe of other obstruction without sawing
motions.Connect the anchor and lay as in usual manner once AHT arrive at thetarget
location.Pre-Tensioning of AnchorsPre-Tensioning of anchors are carried out after all
anchors have been runout and set for the following reasons:-To ensure anchors have been
correctly setTo ensure anchors are holding

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE
To en sure equal loads on all cable.To determined tension on wires, the following are to be
considered:-


Minimum vertical clearance of wire from pipeline



Pipelaying job or structure installation



Touch down point of anchors



Wire catenaryThe normal pre-tension procedure for barges are as follows:-

In Good Holding Ground


Immediately after deploying an anchor, tension up to about 40 kips toensure the anchor is
biting.


When all anchors have been deployed, tension of 60 kips to be appliedto diametrically
opposite anchors in turn. A careful check should bekept on tension meter readings and
amount of wire spooled in. Steadytension will indicate that the anchor is holding.


After completing the tension test, the tension may be reduced back tothe normal working
tension.
Note : the tension figures mentioned above will varies depending onbarge mooring system.Bad
Holding Ground

Allow time for the anchors to soak at the various stages beforeincreasing the tension. The
tension should also be built up gradually.Soaking time at the various stages could range from
30 minutes to 6hours depending on seabed conditions.


After reaching the required tension, the tension may be reduced backto normal working
tension.If winches failed to maintain a steady tension during spooling in of thewire during
pre-tension, it indicates that the anchor is dragging. When thishappen, that particular anchor
has to be re- run and set.If the required pre-tensioning value of a barge cannot be achieved
evenafter rerun, the deployment of piggyback anchor should be considered.Final Check on
Anchor Position.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE
Once the anchors have been properly set, the AHT with DGPS connectedto the barge BMS
shall check the position of all the pennant buoys whichare used to mark the anchor
position.The surveyor shall provide verification to the Bargemover, that the as-laidanchor
positions are consistent with the requirements of the plannedanchor pattern.PIGGYBACK
ANCHORSPiggyback anchor is a back up anchor to the main anchor. The distance between
the main and piggyback anchor is determined by the pennant wirelength i.e water depth +20
meter, but should not be less than 70 meter.To effectively lay a piggyback anchor, the
intermediate pennant should bewell stretched and the anchor must be laid in the same
direction as themain anchor.Piggyback anchors may be required under one or a combination
of thefollowing circumstances.Where the seabed conditions offers poor holding
ground.Where a pretension cannot be achieved with a reasonable time.Where there is
insufficient ground wire or anchor pattern being restricted by pipelines or structures.Since
laying a piggyback anchor is time consuming and requires extraequipment, the practice
should be discouraged and carried out only as alast resort.The use of high efficiency anchors
such as 'Delta Flipper', will minimisethe need of piggyback anchors.When preparing for a rig
or barge move, the need for piggyback anchorsshall be considered so that all preparation for
the requirements can bemade in advance prior the move to eliminate delays at later
stage.ANCHOR CHASINGWhen anchor pennant has parted, the anchor can be recovered by
movingthe barge over the anchor and weighing it or by " Chasing" the anchorusing a suitable
chaser.The following is a guide to chasing anchors:-


Drop a marker buoy to indicate the anchor position.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE


Barge slackens the anchor wire.



The AHT will passed a chaser to the barge to be slipped into theanchor wire.


The chaser is connected to the work wire. Ensure there is sufficientlength of work wire in
relative to the water depth. Pennant wire may be used to lengthen the work wire if require.


The chaser is then lowered into the water and the AHT aligns herselfto head for the anchor
with sterns towards the barge.


The anchor wires are tensioning up prior the chase, probably around60 kips. Care must be
taken on the opposite anchor to maintain the barge position.


The AHT keeps a reasonable tension on the work wire and movestowards the anchor. The
tension will tension increase as the work wiregets the ground anchor wire.


As the chaser reaches the ground wire it may have to be lifted slightlyto loosen the hold of
the ground wire to enable the chaser to passthrough.


The AHT master can feel the chaser slip through the anchor shank.The anchor can now be
lifted up to the deck.


A sudden drop in the tension on the anchor wire will indicate that theanchor is lifted from the
ground.


Just before attempting to lift the anchor, tension on the wire should bereduced but not
completely slacked. The wire should be slacked afterthe anchor is recovered on deck or as
advice by AHT Master.Provision of Anchor Chaser.Anchor chasers come in varying designs
depending on the type and size ofcables and anchors it is used to chased. Some barges / rigs
are equippedwith a permanent chaser.Roller shackle may be used as a chaser if the size is
compatible with theanchor shank.
TOWING VESSELS
Tow vessels should be classed for towing operations. She shall carry equipmentcomplete
with spares necessary to carry out the tow in a safe and efficientmanner.These vessels are by
their Bollard Pull Capacity. When identifying towing vesselsfor a particular rig or barge,
the minimum Bollard Pull is usually specifiedupfront.
TL OFFSHORE SDN BHD
MARINE GUIDELINE AND PROCEDUREANCHOR HANDLING VESSELS
Anchor Handling Vessels (AHT) are usually capable of towing and are alsomeasured by
their Bollard Pull capacity. These vessels are equipped withindependently powered winches
for both operations.In order to comply with PCSB and TLO Anchor Handling requirements
as spellout in Section C of TLO ITB or in Exhibit VII A of PCSB specifications, allanchor
handling vessels shall have the following minimum capacities/ criteria :-


A stern roller with adequate opening to deck the anchor



Sufficient deck space for decking the anchor.



Remotely operated shark jaw complete with tow guide pins.



Capstan and tugger winch of sufficient capacity.



Suitable deck area



Anchor handling winch drum where work wire is stowed.



Forward and aft engine control panel



Sufficient power of Bow ThrusterOther requirement must meet the specifications mentioned
earlier.
HEAVY WEATHER ACTION
Each floating unit has its own system of watch keeping qualities and reaction toheavy
weather. Therefor only general guidelines can be provided for dealing withheavy
weather.Effective action largely depends upon the observance of proper seamanship practice
and on the skill, experience and judgement of the Marine personnel onthe barge/rig. Any
action taken should be positive and made in ample time so thatit has the desired effect.Basic
objectives of any heavy weather action are to :


Minimize the risk to personnel



To prevent damages to property of client and/ or contract holder


To prevent damage to rig/bargeIt is the responsibility of the Barge Master to take all
appropriate action to meetthe above objectives prior to onset of heavy weather.Barge Master
should advice all parties onboard of the weather reports or of the prevailing weather
conditions and all necessary precaution to be taken.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE
Barge Master shall monitor all weather forecasts, sea states and anchor wiretensions, so that
he is able to take prompt action as soon as limiting weatherconditions are being
approached.Every barge/ rig shall have their limiting operating conditions clearly stated
intheir operating manuals. The various stages of Alert and Required actions mayalso be
included.ALERT OPERATING CONDITIONWhen any of the following conditions exist or
if the weather conditionsdeteriorate further, the barge shall be in state of readiness to pull out
of thelocation.


Anchor wire tension value approaching maximum



Heavy barge motion



Sea and swell conditions begin to deteriorate and / or when receiving stormwarning for the
area of operationIn such condition, the following action shall be taken.


Reduce barge movement by realigning her heading as far as practicable intothe weather.


All non-essential connections to the platform ( if any) should be disconnected.



Anchor wire tensions to be continuously monitored.



A close weather watch to be maintained



Anchor handler to be put on standby and ready to assist when required



All loose equipment to be secured and all openings, watertight andweathertight doors and
hatches to be closed.SUSPEND OPERATION CONDITIONWhen any of the following
conditions exist, all operations shall be suspended andthe barge pulls off location.Excessive
motion of the barge resulting inability to carry out workAnchor wire has reach maximum
tension allowableOne or more of the anchor wires have parted due to sudden shock
loadsAnchors begin to dragIn such conditions, the following action should be taken.


Remove all attachment to the platform and pull the barge down weather fromthe platform.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE


Swing the barge into the weather so that she rides the seas. All down weatheranchors should
be slacken to allow the barge to oscillate freely in the headseas. In executing this operation,
anchor wires making contact with the platform legs should be slack off.


Maintain radio contact with all vessels in the area and ensure they are ready torender
assistance.


AHT on site should be prepared for towing the barge away from the location.This may
necessitate the barge to slip her anchors.Specific contingency plans to deal with heavy
weather should be considered whendrawing anchor patterns for approval during the planning
of the barge moveoperations. Contingency requirements should also be discussed in the Pre-
Movemeeting/briefing.

TL OFFSHORE SDN BHD

MARINE GUIDELINE AND PROCEDURE
INSPECTION REQUIREMENT of MARINE VESSELS andACCOMODATION
BARGES/RIGS
INSPECTION REQUIREMENT
The inspection requirements on TLO hired vessels shall comply with Petronas
Carigalispecification as spelt out in PCSB Exhibit VII and in addition to that, also require to
suitTLO marine operation and engineering requirements as per TLO Marine Guideline
andProcedure.These requirements are in addition to statutory inspections, which
maybe required byClassification Societies, International Maritime Organization and/or the
Flag State of theregistered country and should be incorporated into existing contractor
inspection procedures.In addition to the above-mentioned requirements, Barges and Rigs
shall also comply withMODU CODE (Mobile Offshore Drilling Units) specified by IMO
and PCSB PGBOOM.
PRE- HIRE INSPECTIONS
All rigs, barges, workboats, tugs, and other related marine support craft must be classed by a
reputable and recognised Classification Societies i.e - ABS, Llyods, DnV, GL, BVor
equivalent.All vessels, rigs and barges are subject to pre-hire inspection by relevant
TLOrepresentatives and officially accepted by means of LETTER OF AWARD.The
Contract department of TLO will initiate the pre-hire inspection either throughmarine
department and ensuring that all defects are rectified within agreed completiondates. Not
withstanding anything contained within the LETTER OF AWARD, all
requirementsspecified within the contract shall be comply by the contractor