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
Tuesday, February 1, 2011
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
Monday, January 31, 2011
BW Ara Port Anchor Work Report
Date: 30/01/2011
Position: Latitude N 05 11.202, Longitude E 115 19.090
Brief overview
ISC team planned anchor work on the BW Ara to clear kinks and twists on the port anchor. Work commenced 26 Jan 2011 with approval from BW Management.
Today the 30th Jan 2011the anchor work was expected to complete once the kinks and twists on the 7th shackle was cleared. The operations on the day earlier showed a mass of foul chain between the 6th & 7th shackles.
ISC team arrived on the vessel at 30/0925 hours. Toolbox meeting was held at 1000 hours. The barge with the compressor onboard was made fast on the port shoulder of the ship. The air line system was checked on free load. It was ascertained to be satisfactory.
ISC workboat was in attendance to assist with the anchor operation. Starboard anchor was made ready and windlass tested. All found satisfactory. Operations commenced with heaving up the port anchor until the 7th shackles above water level. Just below the 7th shackle, a mass of foul chain was visible. A line was connected using the work boat to assist with the un-kinking operation. As the chain was lifted with the line in place, the chain began to untwist.
As the anchor chain was hoisted in, the chain kinks begin to open up and fall back into the water. The chain started opening up and falling down into the water. At this moment the movement of the chain caused the gear to disengage.
When the gear disengaged, the chain paid out by it’s own weight. The momentum and the movement of chain was too rapid. Instruction was given to ISC personnel to stay and keep clear of the area. The entire 12 shackles paid out until the bitter end. The bitter end could not stop the end link due to the force and momentum. It broke away from the securing pin and fell into the water.
Post Observations
• No one was injured and all personnel were cleared from the windlass operating area.
• Immediately instructions were given to lower the starboard anchor. It was lowered under power with the
vessel holding on to two shackles in the water. The GPS reading was taken and vessel was holding on to position.
Latitude N 05 11.058; Longitude E 115 19.300.
• The chain was gradually paid out to 8 shackles in the water and position checked.
The workboat marked the anchor chain with a floating jerry can, with the line originally attached to the
chain.
Position marked at Latitude N 05 11.339; Longitude E 115 19.195
• Incident was reported to ISC base.
• The gear lever stand was found broken and bent at the base. This may have caused the gear to disengage.
• No other visible damage was observed on deck. The chain locker bitter end bolt was found lying on the deck in the focsle. The pin slot and the end plate found to be buckled and bolt sheared off from its mounting. There was no other damage observe inside the chain locker.
Position: Latitude N 05 11.202, Longitude E 115 19.090
Brief overview
ISC team planned anchor work on the BW Ara to clear kinks and twists on the port anchor. Work commenced 26 Jan 2011 with approval from BW Management.
Today the 30th Jan 2011the anchor work was expected to complete once the kinks and twists on the 7th shackle was cleared. The operations on the day earlier showed a mass of foul chain between the 6th & 7th shackles.
ISC team arrived on the vessel at 30/0925 hours. Toolbox meeting was held at 1000 hours. The barge with the compressor onboard was made fast on the port shoulder of the ship. The air line system was checked on free load. It was ascertained to be satisfactory.
ISC workboat was in attendance to assist with the anchor operation. Starboard anchor was made ready and windlass tested. All found satisfactory. Operations commenced with heaving up the port anchor until the 7th shackles above water level. Just below the 7th shackle, a mass of foul chain was visible. A line was connected using the work boat to assist with the un-kinking operation. As the chain was lifted with the line in place, the chain began to untwist.
As the anchor chain was hoisted in, the chain kinks begin to open up and fall back into the water. The chain started opening up and falling down into the water. At this moment the movement of the chain caused the gear to disengage.
When the gear disengaged, the chain paid out by it’s own weight. The momentum and the movement of chain was too rapid. Instruction was given to ISC personnel to stay and keep clear of the area. The entire 12 shackles paid out until the bitter end. The bitter end could not stop the end link due to the force and momentum. It broke away from the securing pin and fell into the water.
Post Observations
• No one was injured and all personnel were cleared from the windlass operating area.
• Immediately instructions were given to lower the starboard anchor. It was lowered under power with the
vessel holding on to two shackles in the water. The GPS reading was taken and vessel was holding on to position.
Latitude N 05 11.058; Longitude E 115 19.300.
• The chain was gradually paid out to 8 shackles in the water and position checked.
The workboat marked the anchor chain with a floating jerry can, with the line originally attached to the
chain.
Position marked at Latitude N 05 11.339; Longitude E 115 19.195
• Incident was reported to ISC base.
• The gear lever stand was found broken and bent at the base. This may have caused the gear to disengage.
• No other visible damage was observed on deck. The chain locker bitter end bolt was found lying on the deck in the focsle. The pin slot and the end plate found to be buckled and bolt sheared off from its mounting. There was no other damage observe inside the chain locker.
ANCHOR MANAGEMENT TIGRIS LEADER
DATE : 28th 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 water 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 7th shackle to the 4th shackle, where kinks / twists were discovered along the chain
• Noted twists in the anchor chain, the most severe between the 6th to the 4th shackle. At each point the kinks were cleared
• From the 7th 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 and lowered back again to 8 shackles outside the hawse pipe.
• 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
End of report
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 water 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 7th shackle to the 4th shackle, where kinks / twists were discovered along the chain
• Noted twists in the anchor chain, the most severe between the 6th to the 4th shackle. At each point the kinks were cleared
• From the 7th 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 and lowered back again to 8 shackles outside the hawse pipe.
• 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
End of report
Tuesday, January 25, 2011
Pre- Layup Assessment Report
Date: 21st December 2010
On board: D534
Location: Anchorage PTP
Attendance: Gavin Kramer (Managing Director, International Shipcare)
Saravanan Ven (Routine Manager, International Shipcare)
Prita Vijayvargiya (Operation Engineer, Deepwater)
Karim Tjokromolia (Operation Manager, Transocean)
Craig P. Courtney (Captain, D534)
Objectives:-
1. General walkabouts on board to understand their requirement on cold stack up.
2. Assessments on each compartment to determine the volume of the area to be dehumidify.
3. Assessments on the location for placing the layup materials.
4. Presentation on ship care’s services.
5. Discussions on cold stack costing.
D534 Principal Particulars
1. Length(O.A): 172.872m
2. Length(P.P): 148.140m
3. Breadth (MLD): 27.516m
4. Depth (MLD): 9.754m
5. Load Draft (EXT): 7.530m
6. Min. Draft: 5.18m
7. Total anchor: 10.5 shackles on board currently hold on port 6 shackles.
Requested area for Dehumidification and tasks
1. Accommodation/Living quarters (approx. 7000 cubic meter air volume)
2. 6 Thrusters motor box (approx each 80 cubic meter air volume)
3. 4 cranes engine compartment (approx each 30 cubic meter air volume)
4. Dog house (approx 60 cubic meter air volume)
5. Engine room, Equipment room, SCR room, Prop room, Steering gear room, Generator control room, DP room, Aft communication room, air comp room, electric workshop, Main store, Material office, supervisory control room, air cond room and fire pump room (approx total 14,000 cubic meter air volume)
6. Aft pump room, Mud pump room, mud tank area, BOP accumulator room,ccu room, hydraulic equipment room, sack storeage forward pump room and boiler room (approx total 7,000 cubic meter air volume)
7. Sealing of Removable Catwalk and Flush Hatch with marine weather tight wax tape.
8. Submergible pump to place in moon pool connected to fire line for fire fighting purposes due to no individual sea chest emergency fire pump (currently the fire pump suction on main sea chest which will be blank during cold stackup).
Proposal from ISC
1. Above dehumidification will be dehumidified by 6 medium size of dehumidifier. ( 1 for the accommodation area, 2 for the thrusters motor with crane and dog house), 2 for engine room and surrounded compartment, 1 for the pump room and surrounded compartment).
2. Estimated at least 15 float to be placed with 5 grouping (cement unit room {2}, mud pump room {4}, aft pump room {3}, prop room {3}, equipment room {2} and steering gear room {1})
3. Suspended sacrificial anodes estimated 34 (17 each port and starboard), 26 anodes/steel coupon for ballast tanks.
4. Watchmen hut targeted to build at riser cart track.
5. Boarding free boat about 1.5 meter ( just wood step ladder sufficient)
6. Generator place at aft deck after the drums and container cleared using barge crane. Ship cranes are heavy duty type (over 50 tonnes); No provision crane on board. Advisable to not operate without proper crane certificate.
7. No designated power connection, electrician will identify and spare breaker or direct connection to the bus bar.
8. The capacity of the Layup generator will be decided after confirm the windlass motor starting current requirement. Suspected about 70 kw motor. If the motor DOL starter, at least 500 kVA require for starting. If star/delta then 400 kVA is sufficient.
9. Diesel Oil will be pumped from the ship storage to layup generator use.
10. Desiccant will be use for the electric cabinet. Need to find out the effect from desiccant for electronic cabinet.
11. Scaffolding require for funnel both port and starboard. Material available on board.
Thruster motor compartment
Moon pool for submergible pump
Deck space for layup generator
Removable catwalk needs marine seal tape.
Deck general view
Dril top drive will be removed and kept yard space for maintenance.
Dog house
DP room
Ram type steering gears
7 EMD engines
Crane
Riser cart track for w/men hut
Electro diesel propulsion gear box.
End of report.
Prepare by,
Saravanan Ven
Routine Manager
On board: D534
Location: Anchorage PTP
Attendance: Gavin Kramer (Managing Director, International Shipcare)
Saravanan Ven (Routine Manager, International Shipcare)
Prita Vijayvargiya (Operation Engineer, Deepwater)
Karim Tjokromolia (Operation Manager, Transocean)
Craig P. Courtney (Captain, D534)
Objectives:-
1. General walkabouts on board to understand their requirement on cold stack up.
2. Assessments on each compartment to determine the volume of the area to be dehumidify.
3. Assessments on the location for placing the layup materials.
4. Presentation on ship care’s services.
5. Discussions on cold stack costing.
D534 Principal Particulars
1. Length(O.A): 172.872m
2. Length(P.P): 148.140m
3. Breadth (MLD): 27.516m
4. Depth (MLD): 9.754m
5. Load Draft (EXT): 7.530m
6. Min. Draft: 5.18m
7. Total anchor: 10.5 shackles on board currently hold on port 6 shackles.
Requested area for Dehumidification and tasks
1. Accommodation/Living quarters (approx. 7000 cubic meter air volume)
2. 6 Thrusters motor box (approx each 80 cubic meter air volume)
3. 4 cranes engine compartment (approx each 30 cubic meter air volume)
4. Dog house (approx 60 cubic meter air volume)
5. Engine room, Equipment room, SCR room, Prop room, Steering gear room, Generator control room, DP room, Aft communication room, air comp room, electric workshop, Main store, Material office, supervisory control room, air cond room and fire pump room (approx total 14,000 cubic meter air volume)
6. Aft pump room, Mud pump room, mud tank area, BOP accumulator room,ccu room, hydraulic equipment room, sack storeage forward pump room and boiler room (approx total 7,000 cubic meter air volume)
7. Sealing of Removable Catwalk and Flush Hatch with marine weather tight wax tape.
8. Submergible pump to place in moon pool connected to fire line for fire fighting purposes due to no individual sea chest emergency fire pump (currently the fire pump suction on main sea chest which will be blank during cold stackup).
Proposal from ISC
1. Above dehumidification will be dehumidified by 6 medium size of dehumidifier. ( 1 for the accommodation area, 2 for the thrusters motor with crane and dog house), 2 for engine room and surrounded compartment, 1 for the pump room and surrounded compartment).
2. Estimated at least 15 float to be placed with 5 grouping (cement unit room {2}, mud pump room {4}, aft pump room {3}, prop room {3}, equipment room {2} and steering gear room {1})
3. Suspended sacrificial anodes estimated 34 (17 each port and starboard), 26 anodes/steel coupon for ballast tanks.
4. Watchmen hut targeted to build at riser cart track.
5. Boarding free boat about 1.5 meter ( just wood step ladder sufficient)
6. Generator place at aft deck after the drums and container cleared using barge crane. Ship cranes are heavy duty type (over 50 tonnes); No provision crane on board. Advisable to not operate without proper crane certificate.
7. No designated power connection, electrician will identify and spare breaker or direct connection to the bus bar.
8. The capacity of the Layup generator will be decided after confirm the windlass motor starting current requirement. Suspected about 70 kw motor. If the motor DOL starter, at least 500 kVA require for starting. If star/delta then 400 kVA is sufficient.
9. Diesel Oil will be pumped from the ship storage to layup generator use.
10. Desiccant will be use for the electric cabinet. Need to find out the effect from desiccant for electronic cabinet.
11. Scaffolding require for funnel both port and starboard. Material available on board.
End of report.
Prepare by,
Saravanan Ven
Routine Manager
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