LECTURE no.

ANCHOR HANDLING VESSELS (AHV)

Anchor Handlers or Anchor Handling Vessels (AHV) is very powerful ships that
deploy, recover, and shift a sub-sea mooring pattern. These vessels are normally seen working
with offshore installations. Either one or a fleet of anchor handlers vessels (AHV) co-operate
with each other and work as a unit. During the demanding operation of anchor handling of an
offshore installation such as a drilling unit or even a semi-submersible rig, these offshore
vessels are assumed to be slaves when assisting the vessels whose anchors are to be worked
upon.
Anchor Handling Tug Supply (AHTS) vessels are mainly built to handle anchors for
oil rigs, tow them to location, anchor them up and, in a few cases, serve as an emergency
rescue and recovery vessel. They are also used to transport supplies to and from offshore
drilling rigs. AHTS vessels differ from others Platform Supply Vessels (PSV) in being fitted
with winches for towing and anchor handling, having an open stern to allow the decking of
anchors, and having more power to increase the bollard pull. The machinery is specifically
designed for anchor handling operations. They also have arrangements for quick anchor
release, which is operable from the bridge or other normally manned location in direct
communication with the bridge. The reference load used in the design and testing of the
towing winch is twice the static bollard pull.

Fig.1. AHV
During anchor handling operations, heavy machinery and related equipment are
repeatedly pushed to their extreme in a very hostile environment. Breakdowns do happen, not
frequently, but when they are most unexpected. Such tough working conditions are ripe for
causing serious damages to the vessel and her crew as a result of inadvertent brushing with
the installations while working in close proximity, vessels motions due to the sea conditions
and when maneuvering with high tension wires, chains, etc.
Anchor Handling Vessels are super strengthened purpose built and different from the
harbor tugs, or even the ocean going ones. The newer Anchor Handling Tugs Ships (AHTS)

are built to survive the toughest conditions of the sea, keeping in mind safety, comfort and
complete efficiency of the crew. They have limitations and applications of their own, making
them the superior choice for sub-sea mooring operations in the offshore Oil and Gas fields.
All such Anchor Handling Vessels have certain things in common and have a range of
work process in specific areas. The job requirements go along with the characteristics which
are as mentioned below:
1. AHVs have superior bollard pull and a higher engine rating which makes them
powerful enough to be utilized for specialized jobs such as anchor handling;
2. they are fitted with a combination of multiple thrusters (bow and stern) with twinscrew controllable pitch propeller systems providing tremendous vessel handling
features that allows such vessels to work in any sea condition;
3. large amount of strengthened deck space astern of the accommodation areas allow
even the largest of the anchors, heavy wires, chains, buoys and other related
equipment to be stowed and handled;
4. AHVs have an extremely powerful multi-drum system catering twin winches, one
each for towing and anchor handling purposes; this is apart from the combination of
other spare drums and work winches used especially for towing and deep water anchor
handling;
5. sufficient amount of anchor chain can be stored on board these vessels due to the
availability of larger capacity chain lockers;
6. AHVs are multipurpose vessels that can even perform the duties of the ordinary
supply boats such as carrying large quantity of water, fuel and deck cargo.
The Anchor Handling Vessel (AHV) can be used up in diverse applications that are
utilized in the offshore industry. They can be as follows:
1. AHVs are used as multipurpose work boats in the oil and gas offshore field. They can
perform towing operations, rig moves, execute general supply duties by carrying dry
and liquid cargo such as cement, mud, fresh water, fuel oil, etc. for the offshore
installations as need be.
2. if the ocean going tugs are not readily available, then AHVs can take up to the role of
salvaging and rescue.
3. anchor work for rigs, barges, semi-submersibles, construction barges, etc. can be
executed with the help of these kinds of vessels. These vessels can perform efficiently
in toughest sea conditions and also in ultra deep waters.
4. installation of buoys, Single Buoy Mooring (SBM), sub-sea moorings are ideally done
with the assistance of the Anchor Handling Tugs.
5. they are progressively being utilized for towing and anchor handling of newer offshore
structures such as the Tension Leg Platforms (TLPs) or even the gravity based
platforms and likewise.
The AHVs are only designed to perform certain tasks that are practically impossible for
the other specifically designed offshore work boats such as the dedicated Platform Support
Vessels (PSVs), Multipurpose Platform Support Vessels (MPSVs) and likewise. Restrictions
of these vessels are based upon the type of work to be carried out such as:
1. most of these vessels have a shallow draft and a design limitation of a wavy stern
which is where they lose the pulling power during deep sea operations and are
subsequently at their worst during rough sea weather conditions;
2. they can be restricted to handle large construction or cargo barges when operating in
confined spaces;
3. since they are more often than not confused with the harbor tugs, these vessels are not
designed to push other vessels either alongside or at sea.
4. these vessels have a limited pulling power for which the towing gears steel deck
fittings, tow points and other suitable towing assemblies have to be strong enough in
order to perform effortlessly.

It is common knowledge that oil rigs are located in the middle of the ocean or in the high
seas and the Anchor Handling Vessel (AHV) help such oil rigs reach the middle of the ocean.
The anchor handling tug is a naval vessel that is solely concerned with the objective of either
tugging or towing an oil-rig or a ship. When it comes to oil rigs, these tugs form the most
important necessity as without their help, it would be impossible to place oil rigs in the
required sea and oceanic areas.
Design aspects and additional features

Fig.2. AHVs general arrangement

AHVs have a very characteristic design. This is due to the specialized, yet various
operations they are required to perform. In addition, the vessels must be capable of operating
in rough environmental conditions. Design variations exist due to historical shipbuilding
traditions and specific areas of operation. There are three main categories of anchor handling
vessels: the North European Anchor Handling Tug, the American Anchor Handling Tug and
the Anchor Handling Tug and Supply Vessel. A detailed explanation of the particulars for
each category is not provided, but some common features that are or at least should be present
on any AHV are briefly discussed.
An AHV has a very large after deck. The starboard and port side of the after deck are
enclosed by barriers intended to protect both the crew and equipment from the sea, since the
after deck normally is situated close to the sea level. The stern of the vessel is open to the sea,
allowing anchors and other equipment to be deployed and recovered easily. It is normal to
have a stern roller positioned at the stern of the vessel. A winch house containing towing
wires, winches and anchor handling equipment is situated on the forward section of the after
deck. The accommodation and bridge is situated above the winch house.
Wheel house

Cranes
A guide

Guide Pins
Stored winches
Working winches
Stern rollers
Rudder & propeller
Main engines (drive systems)

Fig.3. AHV main components

Main Equipments
The specific operation from which these ships has designed, requires a particular set of
equipment and tools to accomplish the mission of deploying and retrieving anchors. The
amount of equipment utilized in anchor handling operations is huge. A brief explanation of
the equipment that should be part of an AHV is given in this section.
Winches. The winches usually contain both anchor handling drums and towing drums.
The drums are normally connected to the same drive system. The anchor handling winch
should have multiple gears to allow high pulling force at low gears. An arrangement with
variable braking power should be present, allowing the winch to pay out work wire when the
tension is excessive. The winch system may be either hydraulic, electric or diesel driven. The
direction of rotation is normally over wind, so that the work wire has a small downwards
angle towards the stern of the vessel.

Fig.4. Types of winches

Winches for anchor handling and towing duties use low-pressure hydraulic or electric
drives and capacities of up to 625 tones pull. These winch systems are suitable for both AHTS
vessels, Combined Offshore Service Vessels and harbor tugs. The dimensions of the winches
are tailored to the specific vessel and its operations. The product range also includes storage
winches and stern rollers as well as all other kinds of winch systems that towing vessels
require.
The computer based monitoring system gives the operator complete control of the winch
systems, whether it is deep sea or towing operations. The DTL (digital tension and length
monitoring) equipment provides information about length, speed and tension of the wires. The
use of highly advanced computer-based systems is of vital importance, in order to minimize
the risks of human failure and decrease the numbers of dangerous operations on deck.
The winch shall be located as low as possible and as near as possible to the mid length of
the vessel. The heeling moment arising when work wire is running in athwart ships direction
should be minimized.

The winch shall have a drum release function that can be activated in all operational
modes, including emergencies. It shall be possible to execute the emergency release during
black-outs and at any combination of expected trim and heel. Identical control panels for
releasing the winch drum should be present both locally on the winch and on the bridge. The
winch brakes shall function normally without delay after an emergency release has been
performed. There shall also be an arrangement for controlled release of torsion forces in the
wires. Situations where it is necessary to run out all work wire on the winch may arise. The
work wire's end attachment should therefore be of limited strength, allowing the work wire to
free itself from the winch.
Spooling Gear. All winch drums used for anchor handling shall be equipped with a
remotely controlled spooling gear (roat dinat) operable from the winch control panel at the
bridge. The dimensioning of the spooling gear shall be such that it is able to spool at full
winch load with the wire in the most unfavorable position with respect to the drum and the
guiding pins. The spooling gear shall be able to pay out wire in a controlled manner during
overload conditions.
Driving Systems. Three different drive options suitable for all types of vessel. The power
source for the winch systems can be, as required by the owner: hydraulic (low-pressure
hydraulic, high-pressure hydraulic); electric (frequency-converter electric drive or polechange electric drive); air driven. The choice of drive type often depends on type of
application and the actual winch operations.
Low-pressure hydraulic system: the key characteristics of the motor are foremost
reliability and robust-ness. In addition, the low-pressure drive gives dynamic braking, low
noise level and is easy to operate. Further advantages are step-less speed regulation and high
torque. Because it has few mechanical parts, the low-pressure drive is less exposed to wear
and tear, giving low maintenance costs.
High-pressure hydraulic system: the hydraulic system for the high-pressure drive is of an
open loop, constant pressure type. One pump can simultaneously supply a number of winches
and other hydraulically driven devices. The high-pressure drive has excellent stalling and
effective low speed performance. It is easy to install, operate and maintain.
Frequency controlled/pole-change drive system: the nearly maintenance free electric
motor is of squirrel-cage rotor type, without mechanical contact between the rotor and the
stator. The motor is equipped with standstill heating, temperature sensors and a fail-safe
brake. The winch control is precise and easy. Speed steps in both directions are obtained by a
single lever. Electric systems are easy to install and provide quick start in all environmental
conditions. Typical applications suitable for: container carriers, general cargo vessels, heavy
lift vessels, RoRo and RoPax carriers, ferries, cruise vessels, semi-drilling vessels, rigs, semiFPSO/production rigs, FPSO, Jack-ups, pipe-laying barges, seismic vessels, shuttle tankers,
drilling ships, AHVs, AHTS.
Air drive systems: air supplied to winch air motor from air bottles, compressors.
Work Wire. The work wire is stored in the winch and used for deployment or retrieval of
anchors, in addition to towing operations. There are usually several work wires on a vessel
with different lengths and characteristics.
Shark Jaw. The shark jaw is a device for connecting and disconnecting chain and wires,
in addition to securing chain sections on the deck.
All AHVs shall be equipped with remotely controlled wire and chain stoppers (shark
jaws). It shall be possible to perform emergency release from the bridge or at some other
control station at the vessel. The emergency release shall function during blackouts and
without using manual interventions. All wire and chain stoppers shall be dimensioned to
sustain a Safe Working Load (SWL) that is 20% higher than the maximum winch power. The
wire and chain stoppers shall not be used as the attachment point for wires and chains during
anchor handling operations. An acoustic alarm that is automatically activated when the
stoppers are used shall be present on the deck.

Stern Roller. The stern roller is primarily used to guide chains and wires, contributing to
less frictional damage at the stern of the vessel. It is also used to load and unload anchors.
Guide Pins. A guide pin is an arrangement for keeping the work wire in the
centre/midship area of the vessel. Several guide pins may be installed, allowing tighter control
of the work wire position at the stern of the vessel. All AHVs shall have guiding pins which
function both for steel wire and chain. An acoustic alarm that is automatically activated when
the guiding pins are used shall be present on the deck. A minimum of two guiding pins are
required.
Ballast and Anti-Roll Tanks. All AHVs shall have a ballasting plan stating the sequence
of how and when ballast tanks should be filled or emptied in order to obtain stability. The
consequences of using anti-roll tanks with respect to vessel stability shall be explained in the
instructions for the vessel master.
Anchors. There are several types of drag anchor in common use by the offshore industry.
The stock anchor is an old design, familiar as the anchor fitted to many 19th century
sailing ships. A bar (the stock) fitted through the anchors shank close to the shackle
stabilizes the anchor, so that the anchor generally embeds irrespective of its orientation on
arrival at the seabed. On the stock anchor the flukes, the surface areas of an anchor which
contribute to the greater part of its holding power, are carried on two curved arms set at right
angles to the stock.

Fig.5. Stock anchor

The Danforth articulated stock anchor was developed in 1939 and other similar
articulated stock designs, such as LWT and the Stato were developed subsequently. In this
type of anchor the head and flukes of the anchor are pivoted about the shank, as for the
stockless anchor. The Stevin, Boss, Delta and Bruce single shank anchors were developed
with the intention of obtaining improved performance over Danforth/LWT type anchors.
More recently higher performance anchor types have been developed for offshore use. These
higher performance anchors include the Bruce twin shank, Stevpris and Flipper-Delta
types. Available in large sizes, and with claimed high efficiencies, these anchors offer the
possibility of very high holding capacities.

Fig.6. Anchor types

Anchor Handling Operation

In the following a typical anchor handling operation will be described step by step. The
procedure describe the retrieving an oil rig mooring anchor from the seabed.
Step 1. In the picture is shown one of the semi-submersible oil rig's moorings. Most oil
rigs are equipped with the anchor chain fairleads. This enable supply vessels to come
alongside the rig, but also give the moorings the best efficiency. The chaser ring is resting on
the upper end of the anchor chain with the free end of the connected chaser wire stored on
board of the rig. The setup shown in the picture is a typical oil rig mooring, and the anchor
handle vessel is seen approaching stern first, ready to receive the chaser wire.
Anchor winch

Floating oil rig

Chaser wire

AHTS

Chaser ring

STEP 1
AHTS approach the rig

Chain fairlead

Sea bed
Anchor chain

Fig.7. Anchor Handling Operation Step 1

Step 2. The anchor handle vessel has now approached the rig and the wire from the tugs
winch has been made ready on deck. The ship is equipped with two tugs winches, which are
used for handling anchors on deck, retracting chaser wires as in this situation as well as a
variety of other purposes. The tugs wire is laid out through the A-guides. The oil rig's crane
carries the lose end of the chaser wire and lifts it downwards toward the supply vessel. A
messenger wire is attached to the eye of the chaser wire.
Oil rig crane

Messenger wire

Anchor winch

Final position

Floating oil rig

A guide

Initial position

Winch

AHTS

Chaser wire

Tugs wire
STEP 2
Messenger wire grab the chaser wire

Chaser ring
Chain fairlead
Anchor chain

Fig.8. Anchor Handling Operation Step 2

Sea bed

Step 3. The crew of the AHTS grabs the messenger wire with a boat hook and connects it
to the tugs wire. The tugs wire has a diameter of approximately 25-30 millimeters with a
break load near 30 tones. The tugs winches are very powerful and can easily break the wire,
so the winches are used very carefully when handling heavy loads.
Oil rig crane

Messenger wire

Anchor winch

A guide

Floating oil rig

Winch

AHTS

Tugs wire

Chaser wire

STEP 3
Messenger wire was connect to tugger wire

Chaser ring

Messenger wire
Sea bed

A guide

Chain fairlead

Anchor chain

Tugs wire

Chaser wire
Hook conection between
messenger and tugs wire

Fig.9. Anchor Handling Operation Step 3

Step 4. With the tugs wire connected to the messenger of the chaser wire, the crew starts
heaving in on the tugs wire. At the same time the oil rig crane pays out wire until the entire
weight of the chaser ring and wire is carried by the tugs winch. Heaving in the tugs winch is
continued until the eye of the chaser wire is past the shark jaws, at which point the jaws are
closed. The tugs wire carrying the chaser wire is then played out until the eye of the chaser
wire is resting in the shark jaw. The tugs wire and the messenger wire can now be removed
from the eye.
Oil rig crane

Messenger wire

Anchor winch

A guide

Floating oil rig

Winch

AHTS

Chaser wire

Tugs wire
STEP 4
Messenger wire was released and eye of
chaser wire rest on shark jaw

Chaser ring

Sea bed

Chain fairlead

Anchor chain

A guide
Tugs wire

Chaser wire
Eye of chaser wire rest on shark jaw

Fig.10. Anchor Handling Operation Step 4

Step 5. With the tugs and messenger wire out of the way the ship's main working wire
can now be connected to the eye of the chaser wire. The working wire is another name for the
wire on the anchor handling winch, the supply vessel's main winch. The hookup is done
manually by (usually) two crewmembers. The eye of the work wire and the eye of the chaser
wire are connected with a shackle, and afterwards the work wire is heaved in until the weight
of the chaser ring and wire are carried entirely by the anchor handling winch. At this point the
shark jaws can again be opened.
Oil rig crane

Messenger wire

Anchor winch

A guide

Floating oil rig

Winch

AHTS

Tugs wire

Chaser wire

STEP 5
Chaser wire is connect to the main winch wire

Chaser ring

Sea bed

Chain fairlead

Anchor chain

A guide
Main winch wire

Chaser wire
Shark jaw

Fig.11. Anchor Handling Operation Step 5

Step 6. After opening the shark jaw the work wire with attached chaser wire is played
out according to the local water depth. Meanwhile the AHV starts moving ahead dragging the
chaser ring along the anchor chain. This is done at low speed, 1 or 2 knots. The charterer has
equipped the anchor handler vessel with a navigational system showing the location of the
mooring anchors and anchor chains on a screen. The ship's own position is also plotted on the
screen, helping the officers on board the vessel to know when to expect being at the location
of the anchor etc. This navigational equipment communicates with equal computer systems on
board of the oil rig so that also the rig can "see" where the supply vessels are in relation to the
moorings.
Anchor winch

Floating oil rig

AHTS
Chaser wire

STEP 6
AHTS move ahead and pull the
anchor chain trough the chaser
wire

Chaser ring

Chain fairlead

Sea bed
Anchor chain

Fig.12. Anchor Handling Operation Step 6

Step 7. The ship has now pulled the chaser ring all the way out to the anchor. Exactly
when the ring is at the anchor can be seen on board the supply vessel, since it will stop in it's
slow forward movement. The throttle is eased a bit and heaving in the work wire is initiated.
This will pull the vessel back until it is almost directly above the anchor. The continued
heaving on the work and chaser wire will eventually lift the anchor out of the seabed. At this
time, the oil rig will have played out a bit on the chain, so that the tension on it doesn't
overwhelm the equipment and the AHTS vessel.
Anchor winch

Floating oil rig

AHTS
Chaser wire

Chaser ring

STEP 7
AHTS continuoue to move
ahead until the chaser wire ring
reach the anchor

Chain fairlead

Sea bed
Anchor chain

Anchor

Fig.13. Anchor Handling Operation Step 7

Step 8. The anchor handling vessel keeps heaving in the work wire whilst a little throttle
ahead is maintained. This is to avoid the weight of the anchor chain pulling the vessel
backwards. When the anchor reaches the same depth as the vessel's propellers the forward
thrust is stopped so that the jet of water won't make the anchor spin and get entangled with the
anchor chain. By now the oil rig will also start heaving in the anchor chain so the vessel will
start moving slowly astern. This is a particularly dangerous part of the operation, since the
low working deck is highly likely to get flooded when the vessel is moving astern. Depending
on the water depth, the anchor chain might be dragging along the seabed while being winched
in by the rig, or it might be hanging in a curve from the chain fairlead to the stern of the
AHTS vessel.
Anchor winch

Floating oil rig

AHTS
Chaser wire

Chaser ring

STEP 8
The anchor start to rise up

Chain fairlead

Sea bed
Anchor chain

Anchor

Fig.14. Anchor Handling Operation Step 8

Step 9. If the anchor has been deployed correctly when the rig moorings were laid out
and if the anchor has been lifted off the seabed correctly it should face the correct way when
reaching the vessel's stern roller. The A-guides are opened and the anchor and the connected
chain are pulled onto the deck. When the anchor has passed the guides, these will be closed
around the anchor chain. Also the shark jaws will be closed around the chain and then the
work wire can be slacked off and work on the anchor initiated.
If the anchor is not facing the right way on the stern roller it usually helps to lower it a bit
and maybe give it a short burst of propeller thrust. If the anchor can't be brought to face the
right way she can still pull on board, but working with the anchor (disconnecting chain and
equipment etc.) will be a little more difficult. The best way of pulling the anchor on deck is
with the anchor laying on its back with the anchor chain going atop of the anchor between the
two legs.
Anchor winch

Floating oil rig

Anchor

Anchor chain

AHTS

STEP 9
The anchor is on board and
AHTS slowly reverse the march

Chain fairlead

Sea bed

Fig.15. Anchor Handling Operation Step 9

Depending on what the assignment is the anchor can now be disconnected from its
anchor chain and the supply vessel's work wire connected to the chain instead. Then the oil
rig can be towed by the anchor chain. The anchor can also remain connected to the wire and
the vessel will then sail back to the oil rig whilst the rig heaves in the anchor chain. When
back at the rig the vessel lowers the anchor back out over the stern whereby the oil rig can
pull the anchor onto its "bolster" where it is stowed when the rig is not moored. The chaser
wire can then be disconnected from the work wire and the lose eye of the chaser wire lifted
back onboard the oil rig. There are several other possibilities depending on the type of work
being performed, and this guide is just an example of how a mooring anchor can be retrieved
from the seabed.

Fig.16. Anchor Handling Operation image from the ship

Fig.16. present an officer in the maneuver chair during anchor handling operation. A
second officer stands by to assist. It is common to maneuver the ship from the aft bridge
console during berthing, since the view of the deck and ship as a whole is much better from
here that from the forward console. Maneuvering can also be done from the bridge wings, but
this is only rarely seen.

IMAGES

VIDEO
https://www.youtube.com/watch?v=pGCAKP4B0jU
https://www.youtube.com/watch?v=sAWBRPZZcUA
https://www.youtube.com/watch?v=Avk0jdtvIVc
https://www.youtube.com/watch?v=JQcKds-D4tM
https://www.youtube.com/watch?v=do1qaBmYJDU