0.0 Introduction
The purpose of this document is to provide a brief work scope to be carried out by International Shipcare partially awarded to Teranga S/B for removal of water and residue from 2 nos ballasting tanks for the purpose of preparing the tanks for full inspection and thickness gauging. The following are the data available:
i) 2 nos (P&S) Ballast tanks with capacity of 5000m3 each
ii) Both are assumed to be more than 90% full
iii) Tank dimensions are 50m X 6.3m X 22.9m
iv) Both tanks have corrugated bulkheads and double bottoms
v) It is assumed that the level of residue in the tanks shall not exceed 0.5m
vi) Tank 3 stbd contains a layer of oil but the amount is not known. This will be pumped into slop tank for disposal at a later stage.
vii) It is assumed that the water containment is only sea water and that the residue is considered a non toxic waste.
1.0 Task Pre-requisites
Before work can begin on the pumping out of water, the following must be carried out 24 hours before commencement of actual work.
i) Both tank manholes (all manholes) must be open and ventilated to atmosphere. Although the possibility of toxic gases buildup over the years is slim due to the tanks being full, the ventilation and subsequent gas test is mandatory
ii) The vessels balasting calculations should be in Order. It is assumed that the vessel is even keel before pumping out begins. It is the responsibility of the owner to provide the balasting calculations.
iii) A dipstick can be used as a basic measurement to gauge the level of oil in no 3 stbd tank.
iv) It must be confirmed by the owner that all the sea chests are in excellent condition and that that there will be no leakage into the double bottom once the water has been pumped out.
v) Proper Safety measures shall be mandatory and shall consist of minimum the following:
a) Coveralls
b) Workvests
c) Safety helmets, boots and gloves
d) Harnesses on standby
e) Authorised gas testers
f) Confined space entry JHA
vi) Transportation of all equipment from loadout point to vessel. Vessels crane must be utilized to offload equipment from supply boat. Maximum equipment weight is not expected to exceed 2MT
2.0 Job execution sequence
The job will be executed in the following sequence
1. Transportation of all equipment and loading onto vessel
2. Connection of pumps to power supply and connection/laying of hoses
3. Skimming of oil from no 3 stbd into slop tank. A dispstick wil be used to gauge the level of oil and when skimmed into the slop tank, 20% more water will be pumped to ensure that all oil water mixture has been removed.
4. Testing of water samples to be carried out by client before commencement of pumping water overboard
5. Commencement of pumping water overboard. Both tanks will be done simultaneously. The construction of the tanks means this has to be done in stages. Once one stage has been completed, a man has to be sent into the tank to reposition the hose to the next level.
6. Since the tank drawings are not available, it is assumed that the Ballasting tanks have double bottoms and corrugated bulkheads. As such, the water can only be pumped out to a certain level.
7. It is important to note that the actual level of residue/sludge at the bottom of the tanks cannot be ascertained at this time.
8. Once the water has been pumped out to the maximum level, residue removal will take place. Since the residue is only likely to contain mixture of sand, mud water and minimum debris, it is not considered a hazardous substance or toxic material. Unless the client objects, the majority of this residue can be safely pumped overboard.
9. The remainder of the residue will have to be cleared manually. Please note that this is a long painstaking and labor intensive process due to the bulkheads and double bottom providing restricted access. This will be done using buckets, shovels and pulley winches. Men will have to crawl through bulkheads and into the double bottom. They will then have to transfer the residue from section to section until it is convenient to be removed using a pulley and winch.
10. Residue will be disposed overboard unless client insists on treating residue as toxic wastes. Then, they will be loaded into open top containers and disposed onshore in accordance to DOE requirements. We feel however that this is not required.
11. Demobilisation of equipment and personnel
3.0 Project Schedule
The project duration is expected to be 15 days. This is based on daily transfer to and from vessel and working hours from 8am to 5pm daily.
Friday, February 4, 2011
Prince William Sound Drifting Incident
Chronology of Events
0620 hrs: Comm’s Centre guy reported to Duty Engineer after confirmed PWS slowly moving out from original position.
0621 hrs: All teams notified and immediately heading to ISC Base.
0630 hrs: First emergency respond team leaded by T/S Ater departed from base using Lynx boat.
0645 hrs: Lynx boat arrived vessel and team embarked. They prepared for emergency anchor release on port side but then the anchor failed to fall by gravity. Start swapping new cable to port anchor.
0700 hrs: Second emergency team leaded by Capt. Edmund departed from ISC Base using Cougar boat.
0715 hrs: All personnel embarked vessel. Vessel GPS position at 5⁰ 11.570’N 115⁰ 19.691’E and SOG: 0.4
0720 hrs: Electrical panel for anchor windlasses checked and prepared by electrician.
0734 hrs: Start port anchor windlass (hydraulic powered).
0735 hrs: Start lowering anchor until 2 shackles down.
0745 hrs: Stop port anchor windlass. Vessel GPS position at 5⁰ 11.571’N 115⁰ 19.724’E SOG: 0.3
0755 hrs: Pilot onboard. Vessel GPS position at 5⁰ 11.573’N 115⁰ 19.746’E SOG: 0.4
0800 hrs: Vessel GPS position at 5⁰ 11.579’N 115⁰ 19.768’E SOG: 0.3
0807 hrs: Tugboat Baracuda approaching vessel fwd side.
0809 hrs: Start heaving up port anchor. Another team picked up tugboat towing line using rope.
0814 hrs: Tugboat towing line made fast, secured to vessel.
0815 hrs: Vessel GPS position at 5⁰ 11.579’N 115⁰ 19.768’E SOG: 0.3
0817 hrs: Tugboat starts towing vessel to new position.
0820 hrs: Anchor fluke heaved up until touch just about on waterline. Brake applied and windlass stopped.
0900 hrs: Vessel GPS position at 5⁰ 10.714’N 115⁰ 19.711’E SOG: 0.3
0920 hrs: Start port anchor windlass.
0930 hrs: Vessel arrived at new position: 5⁰ 10.631’N 115⁰ 19.674’E SOG: 0.2
0933 hrs: Start lowering port anchor.
0935 hrs: First shackle on deck. Vessel GPS position at 5⁰ 10.578’N 115⁰ 19.666’E SOG: 0.2
0938 hrs: Second shackle on deck. Vessel GPS position at 5⁰ 10.574’N 115⁰ 19.658’E SOG: 0.2
0942 hrs: Third shackle on deck. Vessel GPS position at 5⁰ 10.568’N 115⁰ 19.646’E SOG: 0.2
0945 hrs: Fourth shackle on deck. Vessel GPS position at 5⁰ 10.602’N 115⁰ 19.654’E SOG: 0.2
0953 hrs: Fifth shackle on deck. Vessel GPS position at 5⁰ 10.621’N 115⁰ 19.692’E SOG: 0.2
0955 hrs: Sixth shackle on deck. Vessel GPS position at 5⁰ 10.638’N 115⁰ 19.688’E SOG: 0.1
0958 hrs: Seventh shackle on deck. Vessel GPS position at 5⁰ 10.668’N 115⁰ 19.695’E SOG: 0.0
1002 hrs: Eighth shackle on deck. Vessel GPS position at 5⁰ 10.667’N 115⁰ 19.699’E SOG: 0.1
1007 hrs: Eighth shackle on the water. Vessel GPS position at 5⁰ 10.664’N 115⁰ 19.694’E SOG: 0.1
1009 hrs: Windlass brake applied and stopper bar secured. Port anchor windlass stopped.
1010 hrs: Vessel GPS position at 5⁰ 10.666’N 115⁰ 19.697’E SOG: 0.0
1012 hrs: Tugboat towing line disconnected from vessel.
1013 hrs: Tugboat leaving vessel area.
1014 hrs: Start stbd anchor windlass (hydraulic powered).
1017 hrs: Pilot disembarked from vessel.
1018 hrs: Start heaving up stbd anchor chain.
1020 hrs: Vessel GPS position at 5⁰ 10.671’N 115⁰ 19.674’E SOG: 0.1
1038 hrs: The eleventh shackle reached on deck with end chains. All other 10 shackles found lost.
1040hrs: Windlass brake applied and stopper bar secured. Stbd anchor windlass stopped.
1040 hrs: All completed. Vessel GPS position at 5⁰ 10.682’N 115⁰ 19.676’E SOG: 0.0
Prepared by:
M. Ashraf Kamal
Duty Engineer of the day
0620 hrs: Comm’s Centre guy reported to Duty Engineer after confirmed PWS slowly moving out from original position.
0621 hrs: All teams notified and immediately heading to ISC Base.
0630 hrs: First emergency respond team leaded by T/S Ater departed from base using Lynx boat.
0645 hrs: Lynx boat arrived vessel and team embarked. They prepared for emergency anchor release on port side but then the anchor failed to fall by gravity. Start swapping new cable to port anchor.
0700 hrs: Second emergency team leaded by Capt. Edmund departed from ISC Base using Cougar boat.
0715 hrs: All personnel embarked vessel. Vessel GPS position at 5⁰ 11.570’N 115⁰ 19.691’E and SOG: 0.4
0720 hrs: Electrical panel for anchor windlasses checked and prepared by electrician.
0734 hrs: Start port anchor windlass (hydraulic powered).
0735 hrs: Start lowering anchor until 2 shackles down.
0745 hrs: Stop port anchor windlass. Vessel GPS position at 5⁰ 11.571’N 115⁰ 19.724’E SOG: 0.3
0755 hrs: Pilot onboard. Vessel GPS position at 5⁰ 11.573’N 115⁰ 19.746’E SOG: 0.4
0800 hrs: Vessel GPS position at 5⁰ 11.579’N 115⁰ 19.768’E SOG: 0.3
0807 hrs: Tugboat Baracuda approaching vessel fwd side.
0809 hrs: Start heaving up port anchor. Another team picked up tugboat towing line using rope.
0814 hrs: Tugboat towing line made fast, secured to vessel.
0815 hrs: Vessel GPS position at 5⁰ 11.579’N 115⁰ 19.768’E SOG: 0.3
0817 hrs: Tugboat starts towing vessel to new position.
0820 hrs: Anchor fluke heaved up until touch just about on waterline. Brake applied and windlass stopped.
0900 hrs: Vessel GPS position at 5⁰ 10.714’N 115⁰ 19.711’E SOG: 0.3
0920 hrs: Start port anchor windlass.
0930 hrs: Vessel arrived at new position: 5⁰ 10.631’N 115⁰ 19.674’E SOG: 0.2
0933 hrs: Start lowering port anchor.
0935 hrs: First shackle on deck. Vessel GPS position at 5⁰ 10.578’N 115⁰ 19.666’E SOG: 0.2
0938 hrs: Second shackle on deck. Vessel GPS position at 5⁰ 10.574’N 115⁰ 19.658’E SOG: 0.2
0942 hrs: Third shackle on deck. Vessel GPS position at 5⁰ 10.568’N 115⁰ 19.646’E SOG: 0.2
0945 hrs: Fourth shackle on deck. Vessel GPS position at 5⁰ 10.602’N 115⁰ 19.654’E SOG: 0.2
0953 hrs: Fifth shackle on deck. Vessel GPS position at 5⁰ 10.621’N 115⁰ 19.692’E SOG: 0.2
0955 hrs: Sixth shackle on deck. Vessel GPS position at 5⁰ 10.638’N 115⁰ 19.688’E SOG: 0.1
0958 hrs: Seventh shackle on deck. Vessel GPS position at 5⁰ 10.668’N 115⁰ 19.695’E SOG: 0.0
1002 hrs: Eighth shackle on deck. Vessel GPS position at 5⁰ 10.667’N 115⁰ 19.699’E SOG: 0.1
1007 hrs: Eighth shackle on the water. Vessel GPS position at 5⁰ 10.664’N 115⁰ 19.694’E SOG: 0.1
1009 hrs: Windlass brake applied and stopper bar secured. Port anchor windlass stopped.
1010 hrs: Vessel GPS position at 5⁰ 10.666’N 115⁰ 19.697’E SOG: 0.0
1012 hrs: Tugboat towing line disconnected from vessel.
1013 hrs: Tugboat leaving vessel area.
1014 hrs: Start stbd anchor windlass (hydraulic powered).
1017 hrs: Pilot disembarked from vessel.
1018 hrs: Start heaving up stbd anchor chain.
1020 hrs: Vessel GPS position at 5⁰ 10.671’N 115⁰ 19.674’E SOG: 0.1
1038 hrs: The eleventh shackle reached on deck with end chains. All other 10 shackles found lost.
1040hrs: Windlass brake applied and stopper bar secured. Stbd anchor windlass stopped.
1040 hrs: All completed. Vessel GPS position at 5⁰ 10.682’N 115⁰ 19.676’E SOG: 0.0
Prepared by:
M. Ashraf Kamal
Duty Engineer of the day
M. T. APOLLO 16 ANCHOR DRAGGING
Date incident occurred: 20th January 2011
Initial lay-up position: 05º 08.25’N, 115º 20.32’E
Location: Brunei Bay Lay-up Anchorage
The incident happened on 20th of January 2011. Tanker vessel Apollo 16, drifted from its anchor position at approximately 0.3 knots and off position of about 0.72 nautical miles from her original layup position.
ISC communication center received an alert from the vessel at 0710hours reporting that the vessel is dragging and moving in a NW’ly direction.
Calls were immediately made in accordance with the ISC Emergency Response Flow Chart. Emergency Response team left the base at 0720 hours to Apollo 16 for immediate response. They arrived at 0737 hours, assessed the situation and began preparation for operating windlass and winch machinery. Once all machinery checked and run, the (S) anchor was lowered under power to 2 shackles on deck to stop the drift.
Drafts upon arrival (P) Forward 9.2m; Mid 9.8m; Aft 10.2m
(S) Forward 9.2m; Mid 9.8m; Aft 10.2m
Immediately after, the (P) windlass was run to recover the (P) anchor chain. It was hoisted to the 9th shackle where it was noticed the common link end was broken. The chain was hoisted in all the way up into the hawse pipe and secured.
Pilot boarded at 0905, plans for re-anchoring were discussed. With the tug boat made fast, vessel was then towed to planned position Lat N 05 08.1 & Long E 115 20.7, at 0950 hours.
1115 hours, vessel arrived at the re-anchoring position and (S) anchor was lowered under power.
The anchor chain was lowered to 8 shackles in the water and all secured.
The tug was cast off and the Pilot’s away soon after.
The new anchor position of the vessel Apollo 16
Lat N 05 08.28; Long E 115 20.74
GPS alarm settings were checked and all parameters reset to the current anchor position.
With all secured the Emergency Team departed the vessel back to the base.
End of Report
ISC – Hsseq
Initial lay-up position: 05º 08.25’N, 115º 20.32’E
Location: Brunei Bay Lay-up Anchorage
The incident happened on 20th of January 2011. Tanker vessel Apollo 16, drifted from its anchor position at approximately 0.3 knots and off position of about 0.72 nautical miles from her original layup position.
ISC communication center received an alert from the vessel at 0710hours reporting that the vessel is dragging and moving in a NW’ly direction.
Calls were immediately made in accordance with the ISC Emergency Response Flow Chart. Emergency Response team left the base at 0720 hours to Apollo 16 for immediate response. They arrived at 0737 hours, assessed the situation and began preparation for operating windlass and winch machinery. Once all machinery checked and run, the (S) anchor was lowered under power to 2 shackles on deck to stop the drift.
Drafts upon arrival (P) Forward 9.2m; Mid 9.8m; Aft 10.2m
(S) Forward 9.2m; Mid 9.8m; Aft 10.2m
Immediately after, the (P) windlass was run to recover the (P) anchor chain. It was hoisted to the 9th shackle where it was noticed the common link end was broken. The chain was hoisted in all the way up into the hawse pipe and secured.
Pilot boarded at 0905, plans for re-anchoring were discussed. With the tug boat made fast, vessel was then towed to planned position Lat N 05 08.1 & Long E 115 20.7, at 0950 hours.
1115 hours, vessel arrived at the re-anchoring position and (S) anchor was lowered under power.
The anchor chain was lowered to 8 shackles in the water and all secured.
The tug was cast off and the Pilot’s away soon after.
The new anchor position of the vessel Apollo 16
Lat N 05 08.28; Long E 115 20.74
GPS alarm settings were checked and all parameters reset to the current anchor position.
With all secured the Emergency Team departed the vessel back to the base.
End of Report
ISC – Hsseq
Tuesday, February 1, 2011
ANCHOR MANAGEMENT (TENAGA TIGA)
DATE : 31st January 2010
Moving the anchor chain
The (P) anchor chain was lifted to a safe length in order to remove the point of torsional stress and check for kinks / fouling of the anchor chain. Hydraulic system and air cooled.
Anchor secured to 10 shackles outside the hawse pipe. (P anchor)
The anchor windlasses were tested without load prior operation
(S) anchor prepared for emergency release in gear and on the brakes above water level
(P) anchor lifted and found fully covered with barnacles. The water exposed vertical portion of the chain (approximately to the 9th shackle – point of entry into the seabed)
After the 9th shackle the chain found relatively free from marine growth and covered only with thick mud
Each shackle was lifted and from the 8th shackle to the 4th shackle, where kinks / twists were discovered along the chain
Noted twists in the anchor chain, the most severe between the 8th to the 7th shackle where a mass of foul chain were observed. At each point the kinks were cleared
From the 6th shackle onwards as the chain was lifted the twist were found running along the length of the shackle until the 4th shackle. The twists were systematically cleared
The (P) chain was further lifted to 2 shackles in the water before we start to lower (S) stbd anchor until 2 shackles in the water as we decided to swap the anchor.
The (P) chain was further lifted until port side anchor secured.
The (S) chains later were lowered until 8th shackles in the water.
Upon completion (S) anchor was secured with the stoppers down and brakes tightened.
Additional remarks
Greasing of windlass machinery carried out during the operation
Training given to personnel for familiarity with machinery and safe precautions when handling anchors and related machinery.
Vessels position holding steady and GPS readings checked throughout the night
Moving the anchor chain
The (P) anchor chain was lifted to a safe length in order to remove the point of torsional stress and check for kinks / fouling of the anchor chain. Hydraulic system and air cooled.
Anchor secured to 10 shackles outside the hawse pipe. (P anchor)
The anchor windlasses were tested without load prior operation
(S) anchor prepared for emergency release in gear and on the brakes above water level
(P) anchor lifted and found fully covered with barnacles. The water exposed vertical portion of the chain (approximately to the 9th shackle – point of entry into the seabed)
After the 9th shackle the chain found relatively free from marine growth and covered only with thick mud
Each shackle was lifted and from the 8th shackle to the 4th shackle, where kinks / twists were discovered along the chain
Noted twists in the anchor chain, the most severe between the 8th to the 7th shackle where a mass of foul chain were observed. At each point the kinks were cleared
From the 6th shackle onwards as the chain was lifted the twist were found running along the length of the shackle until the 4th shackle. The twists were systematically cleared
The (P) chain was further lifted to 2 shackles in the water before we start to lower (S) stbd anchor until 2 shackles in the water as we decided to swap the anchor.
The (P) chain was further lifted until port side anchor secured.
The (S) chains later were lowered until 8th shackles in the water.
Upon completion (S) anchor was secured with the stoppers down and brakes tightened.
Additional remarks
Greasing of windlass machinery carried out during the operation
Training given to personnel for familiarity with machinery and safe precautions when handling anchors and related machinery.
Vessels position holding steady and GPS readings checked throughout the night
Anchor Chain Unkinking & Untwisting
Workscope
a. Pre Checks & readiness
1. Check availability of barge and arrange for mobilization
2. Arrange for high capacity industrial air compressor with sufficient lengths of hose and connectors
3. Arrange for bunkering and DO availability for compressor in use
4. Arrange for attendance of technician / assistant on the barge during operation of compressor
5. Preparing equipment for transfer one day before operation. Communication equipment Additional Wires, ropes, heaving lines, arranging personnel and boats for transfer
6. Notice given to harbor tug and pilot for standby at the base if require immediate mobilization
7. Mobilizing ISC & Yard personnel & equipment from Base to Site
8. JHA, Haz Task Permits & Toolbox meeting at the base prior mobilization
9. Disembark ISC personnel on vessel for preparation, i.e air reservoir using existing steam line, blanking of vents, fitting pressure gauges and fabricating flange connection (on base) for the air line delivery connection to the line
10. Anchor windlass preparation, opening vents and familiarizing with equipment
b. Connecting Air Hose from air compressor to the ships steam line
1. On board toolbox & planned operation including Job Hazard and Stop for Safety checks
2. Picking up air hose and connecting to the ships steam line. Connect air hoses of sufficient length from air compressor to the windlass steam line
3. Check on the air compressor & start the compressor
4. Open the valve to fill the reservoir. Check pressure gauge to determine the required pressure
5. Check all connections and flanges fittings
6. Confirm anchor chain position, check stoppers in place, brakes tightened.
7. Confirm gears disengaged and operate the windlass in off load mode
8. Once checked all in order, Stand By for anchor work
c. Prepare Stand By anchor
1. Ensure sufficient air pressure in the line
2. Check anchor chain and over side conditions
3. When all clear, engage the gears, open the brakes.
4. Heave in the chain slightly to clear the link from the chain stopper
5. Once link is clear open up the bow stopper
6. Lower the chain to ensure free movement
7. The standby anchor will be used to hold the vessel if/when required
d. Lifting & Lowering the anchor chain to run the twists / kinks along the chain
1. Ensure sufficient air pressure in the line
2. Check anchor chain and over side conditions
3. When all clear, engage the gears, open the brakes
4. Heave in the chain slightly to clear the link from the chain stopper
5. Once link is clear open up the bow stopper
6. Lower the chain to ensure free movement
7. Commence picking up the chain to clear the twists on the chain
8. The procedure of lifting & lowering the anchor chain is carried out repeatedly to untwist / un-kink the chain.
9. GPS positions to be monitored throughout the operation
e. Using the workboat to assist with untwisting
1. At times during the operation where the twist does not open up due the size of the chain clump the workboat is to be utilized
2. The chain clump is lowered to the water level
3. The brakes are tightened and the stoppers put in place. The gears remain clutched in
4. When clear instructions are given, a line is lowered from the vessel to the workboat
5. The boat maneuvers close to the chain and the line secured to the section of chain
6. Once that is complete the boat stays clear from the anchor chain
7. Resume operations, confirm the gear is engaged.
8. Open the brakes and clear the stoppers
9. Lower and/or heave in the anchor chain as required while checking the attached line to clear the twists
10. When the chain clears, the process is repeated until all the twists are clear
f. Securing the anchor upon completion
1. When all the twists and kinks are clear to about two shackles in the water the anchor chain is then laid out again onto the sea bed
2. At this point it, consider lowering the standby anchor to put additional holding if required
3. Paying out the cable to the required length of chain, the anchors are then again re-secured.
4. Brakes are tightened, bow stoppers put in place and the gears disengaged
5. If standby anchor is deployed, recover and secure
6. Once complete re-check stoppers in place, brakes on the windlass, all secure & disengage the gears
7. Test the windlass and winch offload and verify all in order,
8. Stop air compressor wash and shutdown the mooring systems forward
9. Stop the air systems, shut vent openings (if applicable) and secure forward
10. To observe the vessel, note the anchor holding position.
g. Completing anchor operations
1. Drain the steam line & remove pressure in the system
2. Disconnect the hoses and secure
3. Housekeeping tools and equipment
4. Stand down operations
END
ISC LAYUP
a. Pre Checks & readiness
1. Check availability of barge and arrange for mobilization
2. Arrange for high capacity industrial air compressor with sufficient lengths of hose and connectors
3. Arrange for bunkering and DO availability for compressor in use
4. Arrange for attendance of technician / assistant on the barge during operation of compressor
5. Preparing equipment for transfer one day before operation. Communication equipment Additional Wires, ropes, heaving lines, arranging personnel and boats for transfer
6. Notice given to harbor tug and pilot for standby at the base if require immediate mobilization
7. Mobilizing ISC & Yard personnel & equipment from Base to Site
8. JHA, Haz Task Permits & Toolbox meeting at the base prior mobilization
9. Disembark ISC personnel on vessel for preparation, i.e air reservoir using existing steam line, blanking of vents, fitting pressure gauges and fabricating flange connection (on base) for the air line delivery connection to the line
10. Anchor windlass preparation, opening vents and familiarizing with equipment
b. Connecting Air Hose from air compressor to the ships steam line
1. On board toolbox & planned operation including Job Hazard and Stop for Safety checks
2. Picking up air hose and connecting to the ships steam line. Connect air hoses of sufficient length from air compressor to the windlass steam line
3. Check on the air compressor & start the compressor
4. Open the valve to fill the reservoir. Check pressure gauge to determine the required pressure
5. Check all connections and flanges fittings
6. Confirm anchor chain position, check stoppers in place, brakes tightened.
7. Confirm gears disengaged and operate the windlass in off load mode
8. Once checked all in order, Stand By for anchor work
c. Prepare Stand By anchor
1. Ensure sufficient air pressure in the line
2. Check anchor chain and over side conditions
3. When all clear, engage the gears, open the brakes.
4. Heave in the chain slightly to clear the link from the chain stopper
5. Once link is clear open up the bow stopper
6. Lower the chain to ensure free movement
7. The standby anchor will be used to hold the vessel if/when required
d. Lifting & Lowering the anchor chain to run the twists / kinks along the chain
1. Ensure sufficient air pressure in the line
2. Check anchor chain and over side conditions
3. When all clear, engage the gears, open the brakes
4. Heave in the chain slightly to clear the link from the chain stopper
5. Once link is clear open up the bow stopper
6. Lower the chain to ensure free movement
7. Commence picking up the chain to clear the twists on the chain
8. The procedure of lifting & lowering the anchor chain is carried out repeatedly to untwist / un-kink the chain.
9. GPS positions to be monitored throughout the operation
e. Using the workboat to assist with untwisting
1. At times during the operation where the twist does not open up due the size of the chain clump the workboat is to be utilized
2. The chain clump is lowered to the water level
3. The brakes are tightened and the stoppers put in place. The gears remain clutched in
4. When clear instructions are given, a line is lowered from the vessel to the workboat
5. The boat maneuvers close to the chain and the line secured to the section of chain
6. Once that is complete the boat stays clear from the anchor chain
7. Resume operations, confirm the gear is engaged.
8. Open the brakes and clear the stoppers
9. Lower and/or heave in the anchor chain as required while checking the attached line to clear the twists
10. When the chain clears, the process is repeated until all the twists are clear
f. Securing the anchor upon completion
1. When all the twists and kinks are clear to about two shackles in the water the anchor chain is then laid out again onto the sea bed
2. At this point it, consider lowering the standby anchor to put additional holding if required
3. Paying out the cable to the required length of chain, the anchors are then again re-secured.
4. Brakes are tightened, bow stoppers put in place and the gears disengaged
5. If standby anchor is deployed, recover and secure
6. Once complete re-check stoppers in place, brakes on the windlass, all secure & disengage the gears
7. Test the windlass and winch offload and verify all in order,
8. Stop air compressor wash and shutdown the mooring systems forward
9. Stop the air systems, shut vent openings (if applicable) and secure forward
10. To observe the vessel, note the anchor holding position.
g. Completing anchor operations
1. Drain the steam line & remove pressure in the system
2. Disconnect the hoses and secure
3. Housekeeping tools and equipment
4. Stand down operations
END
ISC LAYUP
Subscribe to:
Posts (Atom)