ANCHOR HANDLING

TUG OPERATIONS
A practical guide to the operation of
modern anchor handling tugs engaged in
anchor handling and towing operations

I. C. Clark and M. Hancox

The ABR Company Limited

Contents

Sc.ape and purpose of the book vi

._breviations used in the text vii

J THEORY 1 1

AHTS power, thrusters, propulsion and steering 9

~er 2 The environmental forces acting on an AHTS vessel 23
- -~:er 3 Controlling an AHTS vessel's thrusters and rudders 59
The effect of a tow on AHTS vessel stability 89
-~e~ 5 Case studies 123
,..:tendix to Part 1 - Possible improvements to AHTS vessel safety 159

PRACTICE 161
Introduction 163
- ..r ~ Basic operational cautions - summary from Part 1 166
Summary of the key points of Part 2 167
The behaviour ofAHTS class vessels when going astern 174
.:er 5 Bollard pull certification 177
~"F 6 Turning and manoeuvring modern anchor handling vessels 178
The AHTS design and towing operations 193
The dangers of very high loads during deep water anchor handling operations 198
~~~9 The dangers of high speed manoeuvring during lay barge operations 202
~-r - 0 Some operational characteristics of modern high powered AHTS type vessels 207
-'PJ' " ., Anchor handling loads - basic data required and how to use it 210
:r - 2 Calculating anchor handling loads 214
-::· .. 3 Guidelines on when to start, cease and re-evaluate the safety of an anchor handling
operation 226
..! Two boat anchor deployment/ recovery operations - management of risk 230
5 'Load sharing' mooring operations - particular risks 234
":i":::;::::; • 6 The responsibilities of personnel in charge of anchor handling and towing operations
240
-- Instructions to towmasters and rig movers 242
..,, - 8 Ship knowledge and practical ship handling exercises 243
---~..--....,- 19 Offshore construction operations 247

UPENDICES _____________ 255

A:.::_:-e~::x •Rig move meeting proforma 257
- Reference documents 259
Tug master Training - A view by Captain Terry Phillips 268
Further reading 270
 Scope and purpose of the book

The aim of this book is to give an insight into the The equipment specification of many modern vessels
operation of Anchor Handling Tug Supply vessels when is sud1 that many officers have little time to fully
engaged in and1or hand ling and towing operations. It is understand ilie capabilities and limitations of ilie vessel
aimed at the masters and officers who operate these they are assigned too. Even after serving for some time,
vessels and at towmasters, rig movers, barge masters, mere may be gaps in their knowledge which iliis book
tower foremen and shore-based personnel who utilise hopes to fill and also enable these officers to look more
these vessels in their anchor handling and towing roles. deeply into the equipment they may be using every day.
It further endeavours to show, in practical and simple The reaction by the offshore industry to ilie loss of
terms, the theoretical knowledge, methods and Al-ITS Bourbon Dolphin has been inconsistent, with new
techniques that can be used to avoid placing these vessels rules and procedures recommended by some parties and
at unnecessary risk when carrying out what, at first sight, administrations, but resisted or only partly acted upon by
appear to be normal operations. others.
Two recent examples of accidents, resulting in the total There is also an attitude to these accidents which treats
loss of AHTS class vessels and their crews, are used to them as 'unique' events and therefore they do not hold
illustrate what can happen and why it can happen - any particular lessons for the offshore fleet and its
Stevns Power and Bourbon Dolphin. personnel.
It must always be appreciated that Al-ITS vessels are a We do not agree witll such an attitude.
design compromise and it is this which may lead to over
Note 1 It is assumed that readers have sufficient
confidence in the ability of a panicular vessel to carry out
knowledge of ship stability to understand the
a given towing or anchor handling function.
terminology and basic principles of tile subject.
As the older generation of offshore suppon vessels is
Note 2 It is assumed that readers have a working
replaced by new tonnage and an older generation of
knowledge of the methodologies of anchor handling and
officers and offshore personnel retire, the transfer of
towing and are familiar with equipment and vessel type
experience between generations has not taken place to
concerned.
the extent where all the hard lessons and skills, gained by
Note 3 This book does not deal with tile cargo carrying or
this older generation, have been fully passed on.
supply function of vessels classed Anchor Handling Tug
The newer generation of vessels are often of impressive
Supply vessels. Refer to the Appendix for publications
power and specification, but there are dangers inherent in
dealing with this aspect of their work.
these characteristics which may not always be appreciated
by those operating and using them. l.C Clark an4 M.Hancox

vi
Abbreviations used in the text

Anchor Handling Tug A vessel designed for towing MOU/ MODU Mobile offshore unit/Mobile offshore
anchor handling work only, specifically in the drilling unit. A specialised floating vessel designed for
re o ilfield. operations in the offshore oilfields. The functions of
-\nchor Handling Tug Supply Vessel A vessel such vessels include drilling, production, pipe-laying,
::ned to support operations in the offshore heavy lift or construction.
•- d able to perform towing, anchor handling, NWEA North West European Area Operations guidelines.
~ < ! o f deck cargo and under-deck bulk liquid and The offshore oil industry code of marine operations.
.ered cargoes. Additional capabilities may include Applicable to me sea areas covering all me North Sea,
fighti ng, rescue and the capability to support ROV Eastern Atlantic and Norwegian Sea. Within this area,
o:her specialist operations. In general, very much marine operations in the offshore oilfields are subject
_._, than a pure AHT. to an agreed set of guidelines which cover supply,
r pennant The primary pennant wire connected to anchor handling, rig moving etc. Their purpose is to
..mcho r, usually supplied by the vessel to which the set uniform minimum standards and practice which
.:xhor belongs. should apply throughout the areas covered. The
A ,horthand term covering both semi-submersible guidelines do not prevent coastal states or other
.and displacement vessels such as drilling rigs, entities requiring more stringent rules within meir
cnsuuction vessels, pipe.laying and other specialist claimed 'zone of economic interest'.
dd units which rely for their positioning and Pulling anchors The operation of mcovering the anchors
s::nion keeping on spread mooring systems. of a vessel(rig/barge).
B.i.--ge Management System. An electronic position- Offshore Installation Manager A term used to describe
- S\"'Stem for deploying and recovering mooring lines. the individual in overall charge of me safety, health
,• v based on satellite derived positioning data and and welfare of a vessel which is not a ship, for
~ged so that the master station is on the barge/rig example a MOU/MODU or other specialised oilfield
-n.: slave stations on the and10r handling vessels. craft. He has the same level of responsibility as a
& a rd pull, the power output of d1e main propuls- conventional ship's master wim the additional duty
10-: system of an AHT/AHTS. to oversee me safety, heal t1, and welfare of the vessels
• shorthand term used to describe an AHT/AHTS and crews of all the craft assisting the operations of
tyre vessel. his vessel.
DP [\-liJamic positioning. An electronic control system Rig A shorthand tenn describing a mobile offshore
• oositioaing and manoeuvring the vessel. drilling vessel, either semi-submersible or full dis-
\ boat) A shorthand term describing the person placement type. Usually relying on a spread mooring
anually manoeuvring the AHT. system for positioning and station keeping.
~ (wildcat) The device used to deploy and recover Running anchors The operation of deploying me anchor
c:r~·n on a winch. Usually a cast steel wheel nominally system of a vessel (MOU/MODU).
.zed to grip the links of chain as it passes over it. In Run line The pre-planned bearing and distance for a
-no~t installations on AHT/ AHTS class boats, the mooring line of a spread mooring system.
~-psies are connected directly to the shaft of the work Shark jaw The med1anical (hydraulic) stopper system for
\..'Um of a multi-drum winch and thus, when using me the control of wires or chains on the stern of the
chain handling gypsy, the work drum cannot be used anchor handling vessel.
f r handling the work wire. Tower foreman (anchor foreman) The individual,
Gwde pin(s) The retractable steel posts located at the particularly on a pipelaying barge or construction
·em of an AHT/AHTS to guide and control me barge, who is responsible for directing the anchor
"lovement of wires and chains passing over the stem. handling operations.
. ~tick control A memod of manoeuvring a vessel using Towmaster The individual with overall responsibility for
.! single lever to operate me main propellers, side conducting me anchor handling and towing
,tirusters and rudders. operations of a drilling rig. Towmasters may also be
Manual control mode In the context of this book the encountered on complex multi-tug towing/position-
erm refers to manoeuvring the vessel by means of ing/mooring operations offshore. In pipelaying
physically operating the levers or oilier manual operations the tower foreman will also direct the
controls for propulsion and steering systems. towing operations of the barge. In some offshore

vii
viii Abbreviations used in the text

oilfields the drilling rig/construction barge engineer or Work wire The wire rope used to handle the anchors and
barge master may also take on the role of towmaster. barge mooring lines during anchor handling
Work winch A term used to describe one of the winch operations. It is distinct from the vessel's tow wire
prums of a multj-drum winch system. Used for anchor which is stowed and handled by a separate wind1
hancUing operations on an anchor handling tug. drum of a multi-drum winch system.

Acknowledgements
Part 1
Several people have helped me to write Part 1 of this Juhani Sievikorte of Rolls-Royce, Finland, for his advice
book and, although the opinions and any mistakes in tbe on towing wind1es.
text are my own, I wish to thank the following for their
assistance and technical advice. Captain Michael Hancox, my fellow author, who has
been a pleasure to work with in producing this book.
Dr Ian Dand previously of Britjsh Maritime Technology,
I would also like to thank our publisher Mr Allan
for his patience in reading through the text and his expen
knowledge of hydrodynamics. Brunton-Reed and his team of typesetter Eric Drewery,
and proof reader Tricia McLeod for their efforts in putting
Dr Richard Stephens of Converteam for hjs advice on the book together.
how a Dynamic Positioning control system reacts to the
navigation inputs it receives. Jan Clark, December 20ll
 The ABR Company Limited

publishers of

organisers of the

ITS Conventions & Exhibitions

since 1969

and

Tugnology Conferences
since 2007

The ABR Company Ltd, The Barn, Ford Farm, Bradford Leigh,
Bradford on Avon, BA 15 2RP, United Kingdom

Tel: +44 (0) 1225 868821 Fax: +44 (0) 1225 868831
Email: [email protected] www.tugandosv.com
 THEORY
The design and operational characteristics of modern anchor
handling tug supply vessels and an examination of the causes
of the loss of Stevns Power and Bourbon Dolphin.
I. C. Clark

Key points in Part 1 3

Chapter 1 AHTS wer, thrusters, propulsion and steering_ 9

Chapter 2 The environmental forces acting on an AHTS vessel 23

Chapter 3 Controlling an AHTS vessel's thrusters and rudders _______ 59

Chapter 4 The effect ofa tow on AHTS vessel stabir - - ~ - - - - - - - 89

Chapter 5 Case studies - ~- - - - - - - - - - - ~ - - ~ - - 123

Appendix to Part 1 - Possible improvements to AHTS vessel safety 159

Key points in Part 1

A. :-rs vessel masters and officers must familiarise some thrusters being unavailable? The answers to these
tt-emseJves with the complex systems on their own questions will vary with the system's manufacturer and
particular vessels and how these systems interact with the tug's particular power arrangements, so the only way
each other. Semi-automated controls such as the joystick to be certain is to test the systems out. Masters must also
pond to inputted commands in ways that are pre- understand the stabil ity characteristics of their own
determined by their manufacturers. So, can the joystick vessels and, in particular, the effect of the tow tension
bt used to control the thrusters and main propulsion in and the vessel's trim on its stability.
al"' power management mode and, if so, does it use the The following pages list key points that must be
chrus-ters in the same way and how does it respond to thoroughly understood to operate any particular tug.

Power management, thrusters, main propellers, rudders and steering

1. The bollard pull trails measure the maximum bollard pull possible in calm conditions with the entire
main engine power driving the main propellers and w ith the tow leading directly astern. Bollard pull
will be reduced by:
a) Helm actions, as some thrust is lost by diverting the propeller wash around the rudder.
b) Drawing power from the shaft generators to run auxi liary thrusters etc.
c) The tug operating in a sea water temperature higher than it was during the bol lard pull trials, as
engine cooling is reduced as sea water temperature rises.
The maximum available bollard pull can be reduced to as little as about 65% of its full value if the
shaft generators are under fu ll load (pages 12- 14 & 151 - 153).
2. AHTS vessels do not have sufficient power to simultaneously operate the auxiliary thrusters, winches
and the main propulsion at their maximum capabilities, so the power management mode must be
appropriate for the vessel's operating circumstances (pages 14, 60 & 151 - 153).
3. The effectiveness of lateral thrusters decreases with the speed of the water flowing past them due to
the 'Coanda effect', so tunnel thrusters are more or less useless when a tug is moving through the
water at speeds higher than about 5 knots. The Coanda effect also renders stern tunnel thrusters
ineffective at high levels of ahead th rust from the tug's main propellers, even though the vessel is
stopped in the water and the bow tunnel thrusters are still effective. The main advantage of stern
tu nnel thrusters is that they can be used to manoeuvre the tug more economically when it is not
heavily burdened by a tow (pages 15- 16 & 154- 155).
4. The steering and speed of a tug when it is being towed astern become increasingly difficult to control
as the astern speed increases because the ahead thrust from the main propellers is reduced by water
flowing into the propellers from astern and the effects of putting the rudders over can be highly
unpred ictable. The tug will also tend t o pivot about whatever is restraining the tow's lateral
movement (i.e. the sharks' jaws or the towing pin), so the further forward this point is, the more
unstable the steering becomes (pages 132- 135).
5 . High lift flap rudders and stern azimuth thrusters can direct thrust at almost 90° to a vessel's fore
and aft line. However, they can be less effective than conventional rudders when turned inboard on
twi n screw tugs, due to the propeller wash impacting against the skeg, so certain manoeuvres on
tugs fitted with these devices may have to be done differently to the normal procedu res used on
vessels fitted with conventional rudders (pages 20-21 ).

5
--~
6 Key points in Part 1

Power management, thrusters, main propellers, rudders and steering

o ~ ,.::;;;,.---.--,--,---.-- ,.......~~ o
0 Wind angle off the bow 180°

1 . Almost 80% of an AHTS vessel's lateral topside area is in the forward half of the tug's length, so wind
from any direction other than dead ahead or dead astern produces a bow to leeward yawing moment
that is maximum when the wind is about 60° off the bow. Lateral wind force and yawing moments
are much less for winds off the stern than off the bow (page 26).
2. The separate forces acting on the tug's bow and the stern can be estimated by the procedures shown
on pages 27-31 .
3. Waves are predominantly cyclic by nature, so the peak force of a wave crest pushing a tug to leeward
is usual ly only slightly greater than the wave trough drawing the vessel to windward, the difference
being due to the wind driven surface drift. However, this can be amplified if the wave period is close
to the tug's natural heave period (pages 40-49).
4. The bow thruster(s) power limits a tug's ability to hold position against wind and seas on the beam.
Loads on the bow thruster can be estimated by fol lowing the procedure on pages 55 to 57 if there is
no DP capability plot available (pages 54-55).

Controlling an AHTS vessel's thrusters and rudders

]
1. The power management mode must be selected on the basis of whether the operation requires the
maximum possible bollard pull or the maximum shaft generator power to be available for the
auxiliary thrusters and winches (page 60).
2. The tug's lateral thrust at the bow and stern is used to create either yaw moments, or lateral azimuth
thrust, or a combination of both (page 65).
3. The joystick has both an azimuth input and a yaw input. The way in which the joystick uses the
available thrusters is programmed into the system by its manufacturers (pages 66-69).
4. An order of priority, called the protocol, is also programmed into the joystick and this should prioritise
yaw commands if these conflict with any azimuth thrust commands, as maintaining the heading is
vital to holding station against w inds off the bow or stern (pages 66-69).
5. Joystick auto heading control 'learns by trial and error' to oppose external yawing moments that
would swing the vessel off its set heading. Large alterations of the set heading can lead to excessive
thruster activity as the system adjusts to the new situation (pages 69- 72).
6. A wind input to the joystick auto heading control can reduce excessive thrusting when large heading
changes are inputted on a tug unencumbered by a tow (page 73).
7 . The DP also 'learns by trial and error' to hold position and heading, but changes in heading alter its
frame of reference, which can result in even greater excessive thruster activity and the tug moving
off position (page 82). The wind input can minimise this for a tug with no tow (pages 82-84), but
large changes in the tow lead can really confuse the system so DP is not suitable for anchor
handling (pages 85-87).
 Key points in Part 1 7

The stability of anchor handling vessels

GZ

I
Anti-roll tank

Angle of h~el

• ~ ..........5 vessel hulls characteristically have high fo'c'sles, long low full width aft decks with no sheer
a."'d a beam that is about a quarter of the hull's waterline length. As such, the vessels tend to be very
st "at small angles of heel but stabil ity can deteriorate quite rapidly beyond the heel angle of aft
cec< edge immersion. Heeling also alters the fore and aft distribution of buoyancy and so the trim
cranges as the tug heels, which is known as the 'free trim effect'. As a rough guide, if the hard chine
a:: .:ne stern emerges before the deck edge is immersed, then the hull will trim bow down and
s~b1lity is enhanced, but if the opposite happens then stability is reduced, so avoiding an excessive
stern trim and keeping a weathertight aft deck are essential for ensuring an acceptable range
of stability (pages 93-97).
2.:. sri1p's range of positive stability is determined by the GZ curve and the IMO Code of Intact stability,
1
:• 5 Code, gives a set of m inimu m stability criteria for the GZ curves of offshore supply vessels,
, '"'eh must be complied with at all times, but these criteria are inadequate for vessels engaged
n anchor handling (page 98).
3. -..,e tension of an underwater tow has two components that act on the tug as follows:
a} ne weight of the catenary 'Tv', which acts downward on the stern roller.
b) "'he horizontal astern pul l 'TH' on the vessel, which forms a couple with the opposite but equal
thrust from the propellers.
-.,e weight of the catenary raises the tug's KG (and so reduces its upright GM), increases the tug's
.....ean draft and creates a stern t rimming moment, all of wh ich must be taken into account in
cetermining the tug's stability when anchor handling (pages 99- 101 ).
4 . ~ me tow leads t o one side of dead astern, then the tow tension's two components produce heeling
;r,oments as follows:
a ) ...,,e heeling moment of the catenary weight = 'TV' x offset 'y' from the centreline.
b)-he heeling moment of the horizontal pull = 'TH' sin a x height 'h' above t he prop shaft, where 'a '
s rhe tow's lead angle off the stern quarter, as measured from dead astern.
-.,e equivalent heeling levers for plotting on the GZ curve for the tug's towing condition are given by
:: . ding the heeling moments by the tug's displacement, which includes the weight of catenary 'TV'
suooorted at the stern (pages 102- 104).
5. -.,ere is currently no internationally recognised minimum stabil ity requirements for vessels engaged
- anchor handling that must be used to calculate the maximum acceptable tow lead angle ' a (max)'
fur- a given towed catenary, but the N MD recommended criteria would be a suitable guide (pages
·os-106).
6 :. "'& move plan includes the tow tension's horizontal and vertical components for different stages of
• .,e operation and these can be used in conjunction with the NMD recommended minimum st ability
c-teria to estimate the maximum acceptable tow lead angle 'a(max)' for the different stages of the
a.,chor handl ing operation (pages 106-109).
i. - a<N tensions measured at the tug's winch rely on the wire being properly spooled onto the drum
a..'1G as such, they can be unreliable. Furthermore, the sensors only measure tension in total and do
-.-o, resolve it into its vertical and horizontal components (pages 110- 117 and 118- 121 ).
S =ass,ve anti-roll tanks fitted to AHTS vessels are tuned to work positively for a narrow range of GM
a ...es, beyond which the free surface in the tanks acts to increase the rolling motion and reduce the
essel's stability. Consequently, these tanks should be empty whenever the tug is engaged in
artchor handling (pages 1 54-155).
8 Key points in Part 1

Recognising and getting out of a situation in which capsize is imminent

,--~ The bow is sw inging t o starboard and the
11
/---A--=I port aft deck edge is dipping underwater

Bridge emergency
quick release button
Rudders are t o port

1. All anchor handling vessels have a lot of power for their size and can produce considerable levels of
thrust from their main propu lsion. They can all be capsized by their tow if excessive thrust is directed
against the horizontal pull of a tow leading off the stern quarter (page 122).
2 . An anchor handling vessel is usually close to its stabi lity becoming critical when the lateral pull of a
tow leading off the stern quarter is heeling the tug over to the extent of putting the aft deck edge
underwat er whilst swinging the tug' s head over in the opposite direction to the force of the rudders
(page 122).
3. The natural orientation of an anchor hand ling tug is to be aligned with the tow and the only thing
that prevents a tow from leading dead astern is lateral thrust from the tug's stern, so the quickest
way to get out of a critical stability situation will nearly always be to stop all lateral thrust
and put the rudders amidships, which allows the tug to swing in line with the tow. The tug will still
swing back in line with the tow's lead if the propellers are stopped altogether but it will then be
catapulted astern by the tension of the tow, which is very likely to swamp the aft deck, so ahead
thrust should be maintained to avoid this. However, the thrust shou ld never be increased against
the tension of the tow to get out of such situations, as t his increases the risk of capsizing the vessel,
rather than reducing it* (page 122).
4. Steering a tug whilst being towed astern at speed can be very difficult to accomplish and, as such, it
is probably better not to try it but just keep the rudders amidships with both propellers at equal
ahead thrust and al low the tug to stay in line with the tow lead (pages 132- 135).
5. An alternative way to get out of a critical situat ion is to activate the emergency quick release from
the bridge, but the following points must be borne in mind:
a) The quick release may not pay out the wire immed iately and t he release for the anchor handling,
or work drum may work differently from the system for the tow drum.
b) Activating the release usually retains 20% of t'he brake' s fu ll capacity to stop the drum from
accelerating to such a rate that turns are being thrown of faster than the wire is going over the
stern.
c) Even if the drum does pay out freely, some force of the catenary on the tug's stern will remain
until the wire has completely passed overboard, though t his may be negligible after the catenary
has landed on the seabed.
If the tug's officers do not have sufficient control of t heir vessel to stop the tow' s lateral pull, then
activating the quick release is the on ly option available to avoid the tug capsizing. Such situations could
arise when the tug is being towed astern at speed by a mooring winch on an offshore unit during an
anchor recovery operation in shallow water. However, officers must understand how the quick release
systems work on their own vessels and allow for the time between pressing the button and the wire
act ually paying out (pages 113 & 122).
* I am a bit reluctant to use the word 'never' in point 3 because, although increasing the thrust increases the
risk of capsize, it does not necessarily guarantee it and it just conceivable that a situation may arise when
increasing the thrust is essential to avoid some greater threat to the vessel, but I cannot imagine what threat
could be worse than rolling the tug over.

Ships' officers and masters have a duty to themselves and the crew to: m1derstand how their vessel's work, appreciate
what the vessel's limitations are and to recognise when these are being exceeded. l hope that this text will help them
in fulfilling these obligations.
 AHTS povver, thrusters, propulsion
and steering

c.-nts A Swire Pacific ·p• Class

AHTS vessel with a bollard
-:'TS vessels described 10 pull of 64 metric tonnes
(or 640 kN)
oridge layout of an AHTS vessel 11 (courtesy Swire Pacific
j -
power and thrust arrangements on an AHTS vessel 12 Offshore Ltd)

d pull 13
:er management 14
ary t hrusters and the Coanda Effect 15
ers 17
1ft rudders 18
lift rudders compared to conventional rudders 20
9::emng by main propulsion thrusters 21
10 Part 1 - THEORY

AHTS vessels described

The initials 'Al-ITS' stand for anchor handling, towing and considerable bollard pull. The ships are characterised by
supply, so these ships are designed to carry out three having a beam to length ratio of no greater than 5:1, a
distinctly different tasks. Supply work involves the forward deck housing on a h igh fo'c'sle and a low aft
ability of the vessel to hold station dose to a platform, deck occupying about half the vessel's overall length. The
whilst both anchor handling and towing an offshore vessels are very powerful for their size and twin screwed
unit demand that the main propellers can generate a usually with twin rudders and auxiliary bow thrusters.

A typical AHTS vessel

Deck crane for handling anchors

Cargo rail (p & s)

Pair of retractable towing pins (p & s)

Retractable tow stop (p & s)

for anchor handling
Tow winch,-----._:-
house
Wood sheaving
Stern roller
Wire stop (p & s) - -:::~ ~ """-:rfi'-~i==::!!:.- - - - Skeg
for surface towing Retractable 'shark's
jaw' stopper (p & s)

F.P.

LBP
The skeg improves
directional stability
when the vessel is
moving at speed
whilst also reducing
interference between
the main propellers
when manoeuvring.
Propulsion and electrical generating machinery

1 Main constant rpm diesel engines, 2 Shaft generators & gearboxes, 3 Main cp propellers in Kort
nozzles, 4 High lift flap rudders, 5 Twin tun nel bow thrusters, 6 Auxiliary diesel generators.
 Chapter 1 - AHTS power, thrusters, propulsion and steering 11

The bridge layout of an AHTS vessel

-----
When an AHTS vessel is making a passage from one site wheelhouse (the a.ft bridge) looks down on the aft deck
to another at speed, the auxiliary thrusters are not in for controlling the tug when it is involved in anchor
use, the levers controlling thrust from the main handling or lying stern to an oil rig whilst engaged in
propellers are set at the same pitch ( or rpm) and the supply operations. The main propulsion, thruster,
rudders are joined to act in tandem in response to rudder and winch controls are mounted on consoles
manual helm action or signals from the auto pilot. that are in easy reach of the driving seat and the aft
However, for slow speed manoeuvring, each auxiliary bridge is fitted with full-h eight windows to provide the
thruster, main propulsion propeller and rudder has its driver with the best possi ble view of the working deck
own control, all of which can be individually operated from the tow winch to the stern roller. Larger and more
1t consoles in the forward and aft ends of the complex AHTS vessels usually have two seats at the aft
·heelhouse (though pairs of tunnel bow and stern bridge station.
thrusters can normally be operated in tandem through If the driver and the supporting officer in the two
.a. single control). man aft bridge arrangement shown below, are fully
An AHTS vessel's wheelhouse is fitted with two occupied with handling the vessel from their seats, then
ronrrol stations: one facing ahead in the forward end of an extra crewman who is not so constrained must be
the wheelhouse (the forward bridge) for normal sea available to deal with any general watch-keeping duties
passages, whilst the other at the aft end of the that may arise.

An AHTS vessel's wheelhouse layout designed for two-man towing operations

_ _ _ _ _ Stern
thruster

Bow
thruster
Port rudder
:"'!E ' ~ ~ ~ - Port rudder

- Wheel
-
Gyro
_ _.,
=
D
Stern
thruster
Main propellers
Bow Funnel
thruster ----i-_,,casing, ... ,-----11-----r.
12 Part 1 - THEORY

The f!_Ower and thrust arrangements on an AHTS vessel

---
AHTS vessels are commonly designed with the shaft generators. The vessel is fitted with two electric
machinery arrangement shown on the previous page in powered tunnel thrusters in the bow and it is common
which twin controllable pitch propellers are driven by for these to be more powerful than the two auxiliary
the main diesel engines running at constant rpm generators, which normally have only between 20%
through reduction gearboxes. Cp propellers allow quick and 25% of the shaft generators' power output.
changes and reversal of the main thrust to be made Consequently, the shaft generators are the main source
without altering the engines' rpm, which consequently of power when the ship is being manoeuvred with the
always turns in the same direction and so can also drive thrusters.

Typical power requirements and generating capacity for an AHTS vessel

Bow thrusters
2x600kW

* Main propellers
Auxiliary generators Main engines Shaft generators 2 x 3300 kW minus
2x270kW 2 x 3300kW 2 x 1200kW shaft generator o/p

The orange boxes indicate power generation The blue boxes indicate power absorption
Note that power drawn by the shaft generators is not available to the main propellers.

Estimating a propeller's thrust in tonnes from the power delivered in kW

Main propulsion propellers (the ahead thrust is known as the vessel's 'bollard pull')

Main propu lsion propel lers are usually designed to perform at maximum efficiency, as regard to kWs of
power per kN of thrust, when working at full load and so the kW/kN of thrust increases if the propeller
is supplied with less than the ful l power it is designed to absorb. The hull design, especially with regard
to the water flow into the propeller disc, is also a factor that affects the propellers' performance and this
will vary slightly from one vessel to another. Nevertheless, the following formula based on a selection of
different vessel specification data provides a rough estimate of a propeller's bollard pull for a given shaft
power:

Bollard pull = Power •: • in kW kiloNewtons (answer to within ± 12%)

The thrust is reduced by putting the rudder over to port or starboard and the astern thrust is only about
60% of the ahead thrust.

Lateral tunnel thrusters

Lateral thrusters are designed to perform equally wel l in either direction and a similar analysis of vessel
specification data provides the following approximate formula:
Power 'P' in kW
Lateral thrust = _ kiloNewtons (answer to within ± 5%)
66
So, the above ship's maximum bollard pull "' 1100 kN (the shaft generators disengaged)
or, the above ship's maximum bollard pull "' 700 kN (the shaft generators engaged)
and the above ship's maximum bow thrust "' 180 kN (the shaft generators engaged)
 Chapter 1 -AHTS power, thrusters, propulsion and steering 13

Bollard pull
There is no universally accepted method for measuring complies with the requirements of several major
a tug's maximum ahead thrust (i.e. its 'bollard pull') but classification societies.
the following diagrams summarise a process that

The main points of the Noble Denton Bollard Pull Code for measuring bollard pull

The ideal setup directs the tug's propeller ·wash to strike the quay
at an angle of incidence 'a' not less than 45° to the perpendicular.

I
Trial duration ~ 10 minutes
I
I
(..◄1------- Minimum tow length 'L(T)' ~ 300 m -------l►•l

Ler
I Load cel l
I

I◄ ~ 100 m ------1►
~1 The towline should be clear of the quay

The test should be carried out clear of any navigational hazard or underwater obstacle within
a radius of 300 metres from the tug.
A tow line length of less than 300 metres can be accepted, provided that it is at least twice the vessel's
waterline length, though this should be noted as it may adversely affect the test results.
A minimum water depth of less than 20 metres can be accepted, provided that it is at least twice the
vessel's draft, though this should be noted as it may adversely affect the test results.

Wind and current conditions during the test

The sea should be calm with no swell waves, the wind from any direction should be less than 10 knots
from any direction and the current should be less than 1 knot from any direction.

Test equipment
All fittings and connections used for t he test should have safe working loads that are at least 10%
greater than the vessel's designed maximum static bollard pul l. The load cell should be accurate to
within ± 2% for the ambient temperature of the test and have a valid calibration certificate not more
t han six months old at t he time of the test.

Communications
There must be adequate communications between the vessel and the load cell measuring station.

The vessel
The vessel should be using its normal fuel and propel lers and loaded at a draft and trim as near as
possible to its normal operating condition. The test should be conducted with the power sou rce
running at 100% of its maker's recommended maximum sustained power rating, whilst all auxiliary
equipment that is normal ly run from the main power source should be in use during the test.

The measurements
An autographic instrument that continuously records the tow line tension shou ld be fitted to the load
cell, but if this is not available, then the load cell measurements should be manually recorded at
intervals not exceeding 30 seconds.

Bollard pull definitions

Sustained bollard pull - This is the mean measurements taken over t he 10 minute trial.
Maximum bollard pull - This is the mean highest of the highest measurements taken over a 30
second period within the 10 minute trail.
14 Part 1 - THEORY

Bollard pull (continued)

AHTS vessel specification data often only quotes the Rig move plans include the calculated tensions on
bollard pull measured with the towline leading direaly the rig's mooring catenary for various critical stages of
astern and with no load on the vessel's shaft generators, deploying the anchors and moorings, in which they
so all the main engine power is used to produce ahead refer to the horizontal component of the catenary's tension
thrust. Furthermore, the maximum power the main as the requ ired boll ard pull. This is misleading,
diesel engines can produce is limited by their exhaust especially in deepwater operations when a tug may be
temperatures, which in tum, is determined by how working close to its limits, as the planners' bollard pull
effective the sea water cooling is. Consequently, the is only the same as that in the vessel's specifications
maximum bollard pull measured jn a cold climate will when ·the operating conditions are similar to those of
be greater by .up to about 10% than if the trial took the bollard pull trials and the tow is leading dead astern
place under tropical conditions. with rudders amidships and there is no electrical load
on the shaft generators.

Power management
Diesel engines are the ultimate source of all the power available to the main propellers is reduced, which
used on AI-ITS vessels but, as they are built to a very limits the maximum available bollard pull to as liule as
compact design in whicl1 space is at a premium, the about 65% of full value when the shaft generators are
maximum engine power is not enough to run all the under maximum load.
thrusters at full power whilst simultaneously delivering
the maxinmrn bollard pull and supplying all the electric The power management option can only be selected
loads (such as ancillary pumps, cold storage with the engines under low loads, as each option
refrigeration, sewage system, air conditioning, heating, configures the electrical loads and the gen erators
lighting, engine room and bridge monitoring equipment differently, but it would be normal for the auxiliary
and the communication equipment) that are essential generators to supply base loads such as hotel services,
for the tug to function. Operations also often use the pumps, steering gear, machlnery and bridge monitoring
winches, deck crane, ballast pumps and cargo pumps, all systems etc, when the tug is manoeuvring. An example
of which place heavy additional demands on the of a system is shown on pages 151-2.
electrical supply. Power management is a control system Power management systems can be flexible and
designed to utilise the vessel's generating capacity to the complex, but there is a limit lo the power available, so
best effect for any particular situation by allocating the system is designed to prevent demands exceeding
electrical power loads to the generators in a way that this. Protecting maximum bollard pull reduces the
most suits the situation's requirements. AHTS vessel power available to the bow thrusters, which may mean
power management systems typically allow at least two losing control of the tug's heading and so causing it to
options on how the electrical loads are allocated to the drift off track when towing a heavy load in marginal
ship's generators. conditions. Some tugs are all diesel electric with the
main propulsion driven by electric motors as well as the
1. Protect maximum bollard pull - Maximum bollard auxiliary thrusters. These power management systems
pull can only be ensured by putting no load on the normally nominate a standby generator to auto-
shaft generators completely, so all electric power is
matically start when the demand exceeds the capacity of
supplied by the auxiliary generators when the maximum
the generators on line and to shut down when the
thrust is demanded from the main propellers.
demand falls back. However, this can be unsuitable for
2. Protect maximum electric power - The maximum a highly variable demand, such as can be caused by
thrust of the main propellers is restricted by one of thruster use, as the standby generator may not be able to
the ways shown on page 60 lo allow the shaft keep up with the rapid sequence of starts and stops.
generators to satisfy whatever electric power is Ship's bridge officers must understand the system on their
demanded from them up to their full capacity. As the own tug and know the limits of the power available to any
generator load increases, so the maximum pitch particular situation that the tug is operating in.
 Chapter 7 -AHTS power, thrusters, propulsion and steering 15

Auxilia~ thrusters and the Coanda effect

Tunnel thrusters consist of an impeller pumping a jet of moves faster ahead (or astern), or is holding its position
water from one side of the hull to the other but, if the against an increasing current on the bow. At speeds up
water is ejected into water flowing along the hull, then the to about one knot, the loss of effective maximum thrust
jet partially attaches itself to the water flow and so some is negligible, but at 3 knots nearly half the thrust can be
lateral thrust is lost. This is known as the 'Coanda effect' lost. (Tunnel thrusters behave in the opposite way to
and it increases with the ship's speed through the water, rudders, which are relatively ineffective at low water
so the thruster's effective power diminishes as the vessel flow rates but improve as water flow speeds up.)

The Coanda effect on a tunnel thruster of the ship moving ahead

Vessel stopped Vessel moving ahead

Jet diameter 'D'

,~o-..1

The thruster jet is ejected into still water along The jet attaches to the flow a long the hull so
the ship's side so there is full thrust. thrust decreases with increasing ship's speed.

Estimating the loss of thrust due to the Coanda effect

The Coanda effect is influenced by the shape of the hull, particularly downstream of the the thruster, so
it is a complex phenomenon. However, research carried out by Chislett & Bjorheden in 1966 yielded the
following approximate graph for estimating the loss of thrust.

The loss of lateral thrust with increasing vessel speed

through the water depends on the lateral speed of
0
the water in the thruster's jet, relative to the speed
of the water flowing along the hull. I I I

Jet thrust = jet pressure x impeller disk area

So, impeller jet thrust 'Tj' = p(w) vp 4

n0 2
kN
... .....'#-
Ill
...
:,
0

....... ::R
.r:.
~ 3

0
0 0
2 /~
2
_g ""
Ill
Hence, the jet speed 'Vj' = ✓ m/ s Ill
0
CU °#-
'D' = thruster diameter (m) & 'p(w)' = 1.025 t/m 3 b.oo
,:g \0
C
So, if a thruster 1.44 m in diameter delivers 8t of CU
...uCU '#-
i
thrust when a ship is stopped in the water, then
c. co 0
Thrust in kiloNewtons = 8 x 9.01 = 78.5 kN

2 ✓178.5 '0#-
So, j et speed 'Vj' = _
1 44
~ = 6.86 m/s
... 0
0
0.4 0.8 1.2 1.6
So, jet speed in knots= 1.945 Vj = 113.3 knots I Ship's speed / thrust jet speed

So, if the sh ip's speed through the water is

3 knots, then the thruster loses about 40% of
thrust.
 Part 1 - THEORY

Auxiliary thrusters and the Coanda effect (continued)

The provision of auxiliary thrusters shown on pages 10 mounted at the stern just forward of the main
and 12, whilst common, is not universal and many propellers.
AHTS vessels are built with stern tunnel thrusters and The stern thrusters are not far enough below the hull
retractable azimuth bow thrusters. The loss of thrust to be totally dear of the water flowing into the main
caused by the Coanda effect depends on the thruster's propellers and so they are only really effective in
location along the hull when the vessel is holding situations that do not demand a high ahead or astern
position or even moving slowly against a heavy tow by thrust. I lowever, a few Al ITS vessels are built with
using a high level of ahead thrust. The water drawn into azimu~h thrusters at the stern as the main propulsion
the main propellers nows considerably faster past the system, instead of the usual twin screw, twin rudder
stern than at the bow, so the thrusters at the bow are arrangement shown below, and these can be effective at
less affected by the Coanda effect than a thruster high levels of thrust.

The Coanda effect and thruster location when holding station against a heavy tow

If the vessel is stopped in the water but thrusting ahead against a heavy load on the tow line, then
most of the water passing through the propellers is circulated around the aft part of the hull and so
the bow thrusters are not greatly affected by the Coanda effect.

Stern thrusters Retractable azimuth bow thrusters

Tunnel stern thrusters are often mounted in a The azimuth thruster swings down well below
box-shaped skeg that projects below the keel the main flow of water along the hull when the
so the thrusters are sited beneath the centre of vessel is moving ahead through the water.
the flow of water into the main propellers.

< J
Stern thrusters installed
in a box-shaped skeg

The thrust from the azimuth bow thruster is usually included in the maximum bollard pull
 Chapter 7 -AHTS power, thrusters, propulsion and steering 17

Rudders
hips rudder is foil-shaped to produce a lateral force from an air stream, so the lateral force on the rudder is
. •ilen water strikes its leading edge at an angle of also often called lhe lift force, even though it is
.attack. This is the same as an aircraft wing creating lift horizontal.

The ideal pressure distribution about a rudder at angle of attack 'a.'

► Starboard
V+ (Flow velocity)2

Drag = lift x tan a

Drag
V (V)2

(V- 6 v)2

Port (V - 6 v) V (V + 6 v)

c::::::::J = Low pressure distribution ..0,.. = Low pressure perpendicular force

c::::::::J = High pressure distribution + = High pressure perpendicular force

-,e angle of attack splits the flow asymmetrically so that water passing starboard side in the above
G agram is accelerated, which reduces the pressure on the rudder's starboard side, whilst the water
.:.owing past the port side is slowed down and so increases the pressure on the port side. This is in
accordance with 'Bernoulli's Theory'. The pressure reduction is more than the pressure increase, so
:ne rudder is more sucked to starboard than pushed.

The performance of a conventional rudder

• ~he angle of a conventional rudder is increased, then the lift force increases up to an angle of attack
:;• about 35°, at which point the rudder 'stalls' as flow starts to break down and water from the high
::·essure side leaks around the trailing edge to the low pressure side, which reduces the lift force.

Angle of attack :::: 15° Angle of attack :::: 35° Angle of attack :::: 50°

A conventional rudder, such as th is spade rudder, stalls at about 35°

z z z
u. u. u.
OJ OJ OJ
u
.... u
~
u
~
0 0 0
u. u. u.

0 0
Attack angle 'a ' Flow velocity 'v' Rudder area 'A'
18 Part 1 - THEORY

High lift rudders

A conventional ship's mdder stalls at an angle of about around the top and bottom of the rudder to the low
35°. so the thrust from the propeller is never diverted pressure side.
more than about 35° from right astern, even with the 3 . Creating a fast rate of yaw, which reduces the effective
he.Im hard over. High lift rudders can, however, divert angle of attack because the rudder is moving
the propeller thrust up to nearly 90° from right astern sideways into the water flow, so flow over the rudder
and this is achieved by: is maintained at large angles of helm.
1. Preventing the high pressure flow leaking around the One type of high lift rudder often fitted to AHTS vessels
trailing edge to the low pressure side at large mdder is the 'flap' or 'ai-ticulated' rudder, as shown in the
angles. following diagram .
2. Preventing the high pressure flow from leaking

The water flow's angle of attack on a rudder

-~li i l- ----...-------~ Astern water flow

I
I
I
Resultant flow
Lateral water flow over the rudder

= Ship's fore and aft line, -fr = Stern's lateral motion, . . = Propeller thrust

The flow that strikes the rudder is the result of the fore & aft speed of the propeller wash and the
water flowing laterally past the rudder due to the stem's sideways motion, so the angle of attack
'a' is less than the rudder's angle to the ship's fore & aft line.

The flow around a flap, or articulated, rudder (maximum rudder angle = 45°).

Angle of attack = 25° Angle of attack = 45°

The flap angle increases with the rudder angle, so flow is maintained up to a rudder angle of45°,
at which point the flap is 90° to the ship's Jore & aft line.
 Chapter 1 - AHTS power, thrusters, propulsion and steering
--~........
19

~ :ne port side Kort nozzle, propeller and rudder ofa newbuild AHTS. The rudder is fitted with a Becker flap.
--!C!' atori Riuniti)
Ja Dar. 1 - THEORY

High lift rudders compared to conventional rudders

\lanoeuvring a ship with high lift rudders may need a twin screw vessel short round in its own length
different method Lo what has been traditionally taught without it moving ahead or astern would be such an
and conducted with conventional rudders. Turning a example.

Turning a twin screw, twin rudder vessel with a bow thruster short round
1 - A tug turning to port with open cp propellers and conventional rudders
8
y Rudders are split
and turned inboard

= Ahead thrust
= Astern thrust
R.H. screw L.H. screw = Port bow thrust
astern thrust ahead thrust
The rudders are split and turned inboard, whilst the screw on the inside of the turn is putfu// astern
and the outboard propeller is set at the same power ahead astern. The turn ing moment created by
the distance 'y' between the two propellers acts to move the stern to starboard and so assists the
relatively poor starboard component of the starboard propeller's ahead thrust. The propellers are
inward turning for the transverse thrust created by the inside screw going astern to assist the turn.

2 - An AHTS vessel turning to port with Kort nozzle cp propellers and high lift rudders

Rudders are split: the port

rudder is turned outboard
whilst the starboard rudder
remains amidships

• = Ahead thrust
• = Astern thrust
L.H . screw R.H. screw • = Port bow thrust
ahead thrust astern thrust

The high lift rudders are split, but only the rudder on the inside of the turn is turned outboard with its
propeller thrusting ahead to avoid directing the propeller wash at full power across the ship's stern
where it can interfere with the other propeller and rudder. The other rudder is left amidships with its
propeller thrusting astern to counter the small ahead component of the inside screw's thrust. The
turning moment due to the separation 'y' between the screws now acts against the stern moving to
starboard, but its effect is small due to low ahead and astern components of the propellers' thrust.
The ship may be built with outward turning propellers to take advantage of any transverse thrust
created by the outside screw going astern, but this effect is much reduced by the Kort nozzles.
 Chapter 1 - AHTS power, thrusters, propulsion and steering 21

High lift rudders compared to conventional rudders (continued)

The bottom diagram on the previous page shows one also create a fast rate of yaw at relatively small rudder
drawback of flap rudders on twin screw tugs, as the near angles, which can make manually steering a vessel
90 ° deflection of the screw wash cannot be used to fitted with them difficult when it is moving at speed.
advantage when a flap rudder is turned inboard. It may Steering a ship around a way point onto a new course
be that large conventional spade rudders perform as requires the vessel to follow a curved path, whilst the
well or even better in the turning short round rate of yaw must match the rate at which the ship
manoeuvre, though a flap rudder can generate almost bodily moves along the curve of the altered course and
completely lateral thrust without producing significant a very sensitive helm can easily cause an inexperienced
ahead thrust, which can be an advantage when moving helmsman to over steer, which can lead to the ship
the vessel sideways. The 'turning short round' swinging increasingly erratically about the required
manoeuvre is possible to carry out without the use of heading. Of course, nearly all ships are steered by auto
the bow thrusters, albeit more slowly, and the procedure pilot most of the time and a ship's steering
in the top diagram is taught as a method of turning a characteristics are determined by other factors as well,
twin screw ship with a single centreline rudder (though such as the hull's underwater shape and its fore and aft
you really do need very calm conditions and a lot a trim, but conventional rudders are likely to keep a
patience to achieve this on such a ship, particularly if steady course with less helm actions than high lift
the ship's beam is relatively small compared to its ones. Excessive rudder movements increase a ship's
length). fuel consumption and so high lift rudders are not
High lift rudders can only direct about 50% of a normally fitted to cargo carrying vessels that spend
main propeller's full thrust when the rudders are hard most of their time making long ocean passages at full
over and diverting the thrust through nearly 90°. They speed.

Steering by main ropu/sion thrusters

A few AHTS vessels, such as the Bourbon Liberty 200 These vessels are all diesel electric.
class of tug, are built with the main propulsion The angle through which the outboard azimuth
provided by Lhree 'Z' drive thrusters at the stem and no thrusters can rotaLe inboard will be restricted so that
rudders. The two outboard units are azimutl, thrusters they cannot direct their propeller wash onto the fixed
chat are used to steer the vessels whilst the third propeller on the cenn·eli.ne or the skeg.
lhruster is fixed and mounted in the centre of the stern.

A triple screw AHTS vessel with azimuth thrusters for steering

Fixed centreline thruster

Outboard azimuth thruster for

- - - -- steering (port & starboard) - - - - - - - - - - - - - -

The three stern thrusters provide the main propulsion thrust and are driven by 'Z' drives connected
to electric motors sited internally in the hull. Steering is achieved by rotating the outboard azimuth
th rusters whilst the centreline thruster is fixed. The thrusters are ti lted to direct the propeller wash
slightly upwards and so follow the contour of the hull when thrusting ahead.
22 Part 7 - THEORY

M/V Pacific Valhalla (8.810 BHP Anchor Handling Tug Supply Vessel 2,500 tonnes cargo deodweight)

A 'V' Class 720- 725 t bollard pull vessel

A good example ofa modern, medium sized AHTS class vessel
(courtesy Swire Pacific Offshore Ltd)

GENERAL INFORMATION TOWING AND ANCHOR HANDLING

Built: Labroy shipyard (Batam), November 2007 Bollard Pull: 120 tonnes (minimum)
Flag: Singapore Rig Chain Locker: 195 cubic metres chain capacity
Call Sign: 9V6790 Winch: 1 x Hydrakraft 250 tonne variable pressu re
IMO No.: 9361647 waterfall winch
Classification: ABS +A1 (E) Offshore Support Vessel & Load Capacity: Towing and Anchor handling Drums:
Towi ng Vessel. +AMS, +ACCU, +DPS-2 Pulling Force: 1st layer - 255 tonnes, mid layer -
165 tonnes, outer layer - 122 tonnes (low speed)
DIMENSIONS Pulling Speed: 1 st layer - 11.4 m/min, mid layer -
Length, overall: 66.0 metres 17.6 m / min, outer layer - 23.8 m/min (low speed)
l ength, BP: 57.0 metres Pulling Force: 1st layer - 127 tonnes, mid layer -
Breadth, moulded: 76.0 metres 82 tonnes, outer layer - 61 tonnes (high speed)
Depth, main deck: 7.3 metres Pulling Speed: 1 st layer - 22.8 m/min, mid layer -
Maximum draft 35.2 m/min, outer layer - 47.6 m/min (high speed)
m idship: 6.2 metres The Anchor Handling Drum and Towing Drum are
GRT: 2,147 tonnes capable of 250 tonnes pull on 1st layer
NRT: 644 tonnes simultaneously
CAPACITIES Brake Capacity: Brake Force: 1 st layer - 320 tonnes, mid layer -
Deadweight 207 ton nes, outer layer - 153 tonnes
(maximum): 2,485 tonnes@ 6.2 m draft Tow Drum Wire
Clear Deck area: 33 m x 12.8 m = 425 square metres Capacity: 1 SOO m x 71 mm diameter
Deck Cargo: 870 tonnes Work Drum Capacity: 1 SOO m x 71 mm diameter
Fuel: 827 cubic metres (dedicated) Chain Gypsy Cable 1 x 76 mm, 1 x 84 mm mounted on each side
1,615 cubic metres (including the combined use Lifter: of anchor handling drum
Mud/ Brine tanks and the combined use Rig Chain Spare Reel Capacity: 1 x Hydrakraft variable pressure, 20 tonnes pull on
I locker) 1st layer, 1400 m x 71 mm diameter
Potable Water: 468 cubic metres Stern Roller: Rolls Royce, SWL 350 tonnes, 5.5 m x 2.0 m
Ballast Water/ diameter
Drill Water. 911 cubic metres Tow Pins/Guide Pins: 1 pair of retractable Karmoy guide pins with
Brine/OMA/ 128 cubic metres (in 2 dedicated tanks) horizontal locking tops
Glycol/Liquid Mud: 593 cubic metres (including the combined use Wire Chain Stopper: 2 x retractable Karm forks, SWL 300 tonnes for
Mud tanks - s.g. of 2.5) wire/chain up to 102 mm
Liquid Mud: 465 cubic metres (in 6 dedicated tanks) Pennant Storage 2 x Hydrakraft variable pressure, 20 tonnes
593 cubic metres (including the combined use Reels: pull on 1 st layer, 1000 m x 76 mm diameter
Mud tanks - s.g. of 2.5) DECK MACHINERY
Bulk: 185 cubic metres (approximately 6,600 cubic feet) 2 x 10 tonnes Hydrakraft
Tuggers:
t otal capacity in 4 tanks 2 x 16 tonne (warping head)/10 tonne (wire drum)
Capstans:
Ship's Stores: Freezer (-25 degrees Celcius) - approximately 12 Hydrakraft
cubic metres; Cooler (+4 degrees Celcius) - Windlass: 1 x 1() tonne Hydrakraft, 2100 kg anchors with
approxi mately 12 cubic metres; Dry Stores - 440 m x 36 mm chain each side, plus 1 spare anchor
approximately 26 cubic metres 2 x m ooring drums, capacity of 200 x 56 mm rope
Bow Mooring:
MACHINERY each
Main Engines· 2 x 4,405 BHP = 8,810 BHP Smit Towing Bracket: 1x 200 tonnes SWL located on the forecastle
Propulsion: 2 x MAN B&W Alpha CPP Propellers in MAN AHT Crane Capacity: TTS, 5 tonnes at 13 m radius
Kort nozzles ELECTRONICS
Bow Thrusters: 2 x 6 00 kW (805 BHP) Brunvoll Tunnel Thrusters, Main Radar: 1 x Furuno FAR-2117 X Band ARPA Radar with 21"
approximately 9.0 tonnes thrust each LCD display
Stern Thrusters: 2 x 600 kW (805 BHP) Brunvoll Tunnel Thrusters, Auxiliary Radar: 1 x Furuno FAR-2137S S Band ARPA Radar with
approximately 9.0 tonnes thrust each 21 " LCD display
Shaft Generators: 2 x Leroy Somer shaft generators, 1300 kW, 1600 1 x Tokimec PR 6000 Series
Auto Pilot:
kVA each, 440 V, 60 Hz Gyro Compass: 3 x Tokimec TG8000 with repeaters in wheelhouse
Auxiliary Generators: 1 x Caterpillar 3406 Diesel Generator, 270 kW, 440 and steering gear room
V, 60 Hz
 The environmental forces acting on
an AHTS vessel

Manoeuvring an AHTS vessel

close to a rig in a rising sea
pressure and force 24 (courtesy Olympic Shipping AS)
vfect of wind pressure and force on a ship's topside areas 25
ting the maximum lateral wind force on an AHTS vessel 27
J::rr resistance 28
1
!::s:.:'-\ating the maximum lateral current force on an AHTS vessel 29
-..!e steady downwind drift heading of an AHTS vessel 30
.-aves 32
--naximum slope of a wave 35
e groups 36
e s pectra 37
AP significant wave heights for continental shelf seas 38
waves in shallow water 39
p s response to waves 40
!u:sonant' or 'Synchronous' motion 41
p's response to beam waves that create resonant heave 45
p's response to beam waves with periods.longer than its heave period 49
p's response to beam waves with periods equal to or longer than
roll period 51
e forces and a ship's ability to hold station 53
~gh assessment of the limit of an AHTS vessel's ability to hold to a
~k 55
24 Part 1 - THEORY

Wind pressure and force

The full pressure of a wind is known as the 'stagnation so the pressure exerted on an actual plate will be less
pressure', which is the pressure that the wind would exert than the stagnation pressure. The pressure is further
on striking an infinite flat plate 'square on' if the airflow reduced if the wind strikes a p late obl iquely at an 'angle
were to be halted completely (i.e. the plate would be of an attack' to the plate's exposed surface. The force
providing a perfect lee). Some pressure must 'leak' acting on the plate equals the wind pressure multiplied
around the edges of a real plate otherwise the airflow by the plate's area.
would simply accumulate indefinitely against the plate,

Wind pressure acting on the flat plate

Stagnation pressure = ! p(w) Vw(m/ s)2 N/ m 2

Where 'p(w)' = density of air in kglm3 & 'Vw(mls)' = wind speed in m/s
The density of air increases with the atmospheric pressure and reduces with
temperature, but the following value can be used for wind acting on a ship.
3
Air density at 15°C & atmospheric pressure 1013 mb = 1.275 kg/m
However, most obstructions do not completely stop the airflow, as there is a
leakage of wind around the edges of even a flat vertical plate, so:
. 1 2 2
Wind pressure exerted on the plate = CD(W)
2 p(w) Vw(m/s) N/ m

Where the non-dimensional coefficient 'CD(W)' is known as the drag factor.

. . _ 1.275 2 CD(W) 2 2
1O0ON = 1 kN, so. Wind pressure - Co(W) 2000 Vw(ml s) ,.. 1570 Vw(m/ s) N/ m

Wind pressure can be estimated for the wind speed 'Vw(kt)' in knots, as 1 knot = 0.514 mls
. _ 1.275 (D(W)
Wind pressure - CD(W) (0.514 Vw(kt))2 ,.. Vw(kt) 2 kN/ m 2
2000 5940
Wind pressure estimated in tlm 2 as 1 tonne on earth weighs 9.81 kN
CD(W)
Wind pressure ... Vw(kt) t / m 2, where Vw(kt) = wind speed (knots)
58300
The drag factor and, hence, the pressure ofthe wind, varies with the angle of attack

Angle of attack = 90° Angle of attack = a 0

~
~~ 900 Square on
surface
~~
C;/' \.:::I Angled

(D(W)90°
Wind pressure = Vw(kt) t / m 2 Wind pressure = CD(W)ao Vw(kt) 2 t l m2
58300 58300
Where '(D(W)a 0
' ,.. sin a'CD(W)90°'
Th e drag factor for a flat plate increases roughly with the sine of the angle of attack 'a'
The force ofthe wind on a flat plate
The force of the wind on a flat plate = wind pressure x exposed area 'A' of the plate

Wind force • A ~::a Vw(kt) 2 tonnes &

.
Wind force ,.. A
CD(W)
Vw(ml s)2 kN
5940
H
Wind speed Vw(kt) given in knots Wind speed Vw(ml s) given in metres/second II
 Chapter 2 - The environmental forces acting on an AHTS vessel 25

The effect of wind pressure and force on a ship's topside areas

We should expect the drag factor for wind striking a through a point towards the huJl's windward end (i.e. the
large flat surface square on (i.e. wilh an angle of attack bow} where airflow velocity down the leeward side is
of 90°) to be between 0.9 and 1, but a ship's topside is maximum and the reduction in pressure on the hull's
a complex three dimensional shape and not a flat plate. area above the waterline is consequently the greatest.
The hull acts essentially as a vertical aerofoil, so if the The drag factor for wind on a ship's bow increases
wind strikes its rounded stem at an oblique angle to the rapidly with the angle of attack and will reach a peak
fore and aft line, then high pressure at the point of value that may exceed 1 with the wind still significantly
impact is concentrated on the windward side and the forward of the beam. The flared high fo'c'sle of an AHTS
flow of air splits asymmetrically to accelerate the greater vessel traps and directs the airflow very effectively and
proportion of th.e air to flow down the hull's leeward so produces a greater athwartships force of winds
topsides. There is now a pressure djfferential across the forward of the beam on the fore part of the hull than
two sides of the ship in which the drop in pressure would be the case for a flush deck hull. However, the aft
acting against the leeward ship's side can be greater than half of an AHTS vessel's hull topsides is very low with
the increased pressure on its windward side at small poor streamlining, so a wind off the stern quarter
angles of attack. This creates a lateral force that acts creates quite a small athwartships force.

The effect of the wind on an AHTS vessel's hull

a = Angle of attack = Boundary layer and wake
c=] = Low pressure distribution
+ = Low pressure aerodynamic force
c=J = High pressure distribution
- . = Airflow streamlines c • = High pressure aerodynamic force
= Plan view of the hull's topsides
Bow Stern

(1) (2) (3)

Zero attack angle Attack angle less than stall Attack angle at stal I

1. The airflow is symmetrical and so there is no net lateral force acting on the hull's topsides.
2. The airflow is asymmetrical so it creates a lateral force, which increases w ith increasing attac k angle
and is centred on the forward region of the hull's topsides.

3. The airflow breaks down as ai r leaks round the stern from high pressure on the windward side to the
low pressure leeward side. The low pressure centre tends to move further forward as the angle of
attack increases from cond ition 1 to 3.

As the angle of attack increases beyond the stall condition, airflow along the leeward side breaks down
completely and the lateral force is main ly due to high pressure acting on the windward side of the hull.
The centre of pressure consequently moves towards the centre of the exposed area.

The housing blocks constructed on top of a ship's housing is the large accommodation block on the
hull consist mainly of vertical flat surfaces, so the raised fo'c'sle, so the force of a wind on the tug's
athwartships wind forces acting on them are closer to forepart at any angle of attack is considerably greater
Lhe 'flat plate' model shown on the previous page than than the force acting on the low after half of the
Lhe fo il-shaped hull topsides. An AHTS vessel's vessel's exposed topside areas.
26 Part 1 - THEORY

The effect of wind pressure and force on a ship's topside areas (continued)

The effect of the wind on an AHTS vessel with a clear aft deck

Large wind Small wind

yaw moment

= Wind force

= Turbulence

Wind about 25° forward of the beam Wind about 25° abaft the beam
The wind strikes the bridge front and high The wind striking the side of the housing still
fo 'c'sle to create a large moment yawing the produces a moment yawing the bow to leeward
bow to leeward. though this is reduced by the wind striking the
leeward part of the aft end of the fo'c'sle and
housing.
Sketch graphs of the forces on the bow and stern for a wind at any angle off the bow
= FY(w )f + FY(w )a
Total lateral wind force
Bow to leeward yawing moment = L ( FY(w)f - FY(w)a) where 'L' = ship's LBP

Bow to
;... D leeward l>
;;-
!► ;-
~ ~

QI ...ID
...u a
.f
"0 E bCl...,
~-
:,
C :, C ~ c.
'3 ·-E·-
~ 0
E ...d'
-;... >< nJ n
....ftl
QI
i >- E ID

""
-<
...nS
-g i'
~
~
0
~

0 0

0 20° 40° 60° 80° 100° 120° 140° 160° 180°

Ahead Wind angle of attack 'a' off the bow Astern

The effect of wind flowing around a three-dimensional shape, such as the AHTS vessel's topsides, is complex,
as wind from abaft the beam creates a bow to windward yawing moment when striking the aftfacing
bulkheads at the inboard leeward side of the break of the fo 'c'sle, even though these are close to amidships
(the moment is increased by the ship's relatively large beam to length ratio).
The forepart of the hull contains most of the topside area, most of which is much higher above the water than
the aft deck area, so the maximum possible lateral force is about 4 times greater at the bow than at the stern
for a given wind speed. Furthermore, the lateral force on the bow peaks when the wind is about 25° forward
of the beam.
 Chapter 2 - The environmental forces acting on an AHTS vessel

Estimating the maximum lateral wind force on an AHTS vessel

The limit of an AHTS vessel's capability to hold a increases with height above the sea and the rate at
heading against a wind forward welJ off the vessel's bow which it increases is greatest dose to the sea surface.
will be limited by the power of its bow thrusters, whkh (Beaufort scale wind speeds relate to a height of 6
must counter at least 75% oft.he total wind force acting metres above sea level whereas the offshore oil field
on the vessel's topsides. Consequently, it is more useful weather forecasts normally give the wind speeds for 10
to estimate the forces of the wind on the tug's forward and 30 metres above sea level.) The forces on the tug's
and aft halves separately. Models of various ship types forward and aft halves in near beam winds can be very
have been tested in wind tunnels and have shown that roughly estimated for a given wind speed by using a drag
the higher exposed topsides have a drag factor between factbr of 0. 7 for the low aft half of the lateral profile and
0.8 and 1.0 for winds dose to the beam, but the low aft a drag factor of 1.0 for the much higher forward half of
profile of AHTS vessels will have a lower drag factor, as the profile. The areas of the lateral profile's two halves
the wind can pass over the deck relatively easily. can be approximated by superimposing rectangles over
Furthermore, the raised fo'c'sle and superstructure rise the tug's profile in the general arrangement plans and
much higher above the waterline than the low aft deck making rough estimates to allow for the side areas of
and so they are subjected to a higher wind speed, as this railings and masts, as the following diagram shows.

Estimating the maximum lateral force of a given wind speed

The ship's lateral topside areas fore & aft of amidships can be estimated by superimposing rectangles onto
the profile provided in the general arrangement plans, as shown below.

F.P.
.
A.P.
I
I
I
I
I
I
I

LBP

[=] = Forward topside area, 'A(f)' (CD 1 .0) t_ __ J = Aft topside area, 'A(a)' (CD 0.7)

Forward lateral wind force FY(w)f == A(f)

3~0 Vw(kt)2
5
~ tonnes

A(a) ~ ~ Vw(kt) 2
5 30
Aft lateral wind force FY(w)a == tonnes

Total lateral wind force FY(w) == FY(w)f + FY(w)a tonnes

Note that the wind speed 'Vw(kt)' in the above two formulae is in knots where 1 knot is equal to
0.5 74 metres/second. It should also be appreciated that wind speeds can increase by about 20% during
gusts, which increases the pressure of the wind and its force by about 50%.
28 Part 7 - THEORY

Water resistance
Water resistance is generated by the wate.r flowing past flow in a way similar to a flat plate, particularly in the
the hull due to the vector sum of the vessel's movement hull's midships region. There is also the frictional drag
and any prevailing current. Water flowing a.round a against the hull's bottom, as water flows beneath the
ship's hull produces a force in the same way as the ship as well as around it and this is considerable for
wind, except that it is about 800 times more dense than anchor handling tugs because of their high beam to
air so its force is much greater than that of the wind for length ratio, so the drag factor for a beam current is
the same flow rate. The hull is shaped to move easily about 0.9. Water flow beneath a ship is further restricted
through water, so the flow has a much lower drag factor by shallow water (i.e. in water depths of less than about
than wind around the topside area when the ship is six tirries the ship's draft), so huJI resistance increases by
moving ahead and, to a lesser extent, astern. However, a factor of about 1.7 in a water depth of three times
the drag factor increases considerably for sideways draft and a factor of about 2.5 in a water depth of 1.5
movement, as the immersed lateral area obstructs the times draft.

The force of a current acting on a hull

1
The pressure of a current on the hull = CD{C)
2 pc Vc(m!s)2 kN/ m 2

Where 'CD(C)' =the drag factor, 'pc' = water density (1 .025 t!m3) & 'Vc(mls)' =the current in mls
CD(C)
So, the force of a current on the hull = L x d l . Vc(m!s)2 kN
95
Where 'L' = The ship's length between perpendiculars, LBP, (m) & 'd' = The ship's draft (m)

Or, the force of a current on the hull = L x d

2
~D~~l 1.025 (0.514)2 Vc(kt)2 tonnes

CD(C)
So, the force of a current on the hull = L x d _ Vc(ktJ2 tonnes
72 5
Where 'Vc(kt)' = the current in knots

The approximate shallow effect of on a hull's drag factor in a current

a 1,0

u
0 ----
&. "O
QI in -- C -
1;; :,
0
~ &.
bO
Q. ~ - Ill
QI
QI
"tl
Gi
11'1
....... 11'1
a~ >
QI
0
0
u 0 0
..
&.
QI
Ill
~
N

~
.2
...
iii
.r:
Ill 0
0 1 2 3 4 5 6
Still water depth / draft
 Chapter 2 - The environmental forces acting on an AHTS vessel 29

Estimatin the maximum lateral current force on an AHTS vessel

The force of water against the hull varies with a current's about 25° abaft of the beam with the maximum force
angle of attack to the bow of an AHTS vessel in a similar on the bow at about 25° forward of the beam. Tank
way to the wind (see page 25), except that the immersed tests on model hulls give an overall drag factor of about
bull's area is almost symmetrical between its fore & aft 0.6 within this range of angles of attack, but the
ends, so the lateral force of a beam current splits maximum drag factor on the forward and aft halves
roughly equally between the forward and the aft halves increases to about 0.8 for currents at about 25° forward
of the hull. The current's total lateral force is dose to of the beam lo about 25° abaft of the beam,
maximum from about 25° forward of the beam to respectively.

Estimating the maximum lateral force of a current close to the beam

F.P. The hull profile below the summer waterline A.P.

d{ i •• Lateral area = L x d

The total lateral force of the water against the hull for a current on the beam can be estimated by
applying the formula derived on the previous page and allowing an overall drag factor of 0.6.

Lateral current force on the hull in a current on the beam ~ Lxd °i~s Vc(kt)2
7
tonnes

Note that the current 'Vc(kt)' is in knots where 1 knot is equal to 0.514 metres/second.

The lateral force is split roughly equally between the hull's forward and aft halves for currents on the
beam, but the maximum force on the bow occurs for the current at about 65° off the bow when a drag
factor of about 0.8 is more appropriate to the forward half of the hull, so:

The maximum lateral force on the bow ~ ½x d 7°i~s Vc(kt)2 tonnes

Sketch graphs of the forces on the bow and ster for a current at any angle off the bow
Total lateral current force = FY(c)f + FY(c)a
Bow downstream yawing moment = L (FY(c)f - FY(c)a) where 'L' = ship's LBP

DL downstream
Bow yawing Stern yawing JD l>
;;,
>r< downstream
...iii..,
ID
e.
n
I ..,
C
..,
!,- ID

/:
bll~
0 C 111 :::,
r+
... ·- E
~30 o'
..,
ie n
ID

/ E c 3
:::, 0 0
E Ill ..Q
·- u
~ '- Ill
~ .E ii
I
I
I
"TI
-<
".
~

I
0 20° 40° 60° 80° 100° 120° 140° 160° 180°
Current angle of attack 'a' off the bow
30 Part 7 - THEORY

The stea downwind drift heading ofan AHTS vessel

Wind never acts solely on a free floating shjp because steady rate and heading when both the forces and the
the ship's downwind drift produces a current in the yawing moments created by the wind and water
opposite direction to the drift. The force of the water resistance are equal and opposite. Th,e following
opposing the motion acts through the cenue of the diagrams illustrate the sum of the wind and water
hull's resistance, which shifts as the ship yaws in a way resistance forces acting on an AHTS vessel with no deck
that mirrors the position of the topsides' centre of cargo when it is free to drift with the wind.
resistance to the wind (see page 25). The ship drifts at a

The freely drifting wind angle for an AHTS vessel with an aft deck clear of cargo
The wind and water resistance lateral forces acting on the
bow and stern

40° 60° 80° 100° 120° 140°

Wind angle of attack 'o.' off the bow

Hull resistance acts as a currentflowing in the opposite direction to the wind

The net lateral forces acting on the bow and stern
:=.u
□l
+ Bow to
3
> ____ leeward - - - - - - . /
LL.
CII
...u
.E
..., CII bi)
CII -
C ..c ·-C
Ill ~
..., Ill
l! VI CU
..c
....
QI
E bi) C
.! :::J C CU

...
-0 ·-E·-~
>< Ill
E
0
Ill Ill >- E
~ l:
0
LL.
0
40° 60° 80° 10 ° 120° 140~ 160° 180°
W ind angle of attack 'o.' off the bow
t
 Chapter 2 - The environmental forces acting on an AHTS vessel 31
---
-he steady downwind drift heading of an AHTS vessel (continued)
&'Ith the net force and yawing mome nt are zero when lateral thrust at the stern. The stem must a lso produce
the vessel is drifting downwind at a steady rate and on sufficient astern thrust to counter the wind force's
constant heading. However, the wind's lateral force ahead component.
alone on the bow is about twke that on the stem, so if The further abaft the beam that the wind is put, the
i.he vessel is to be held stationary on the heading by the less is the load on the bow thrusters when the vessel is
thrusters, then the bow thrust must be about twice the to be held on a steady beading in seas close to the beam.

The AHTS vessel drifting freely downwind with an aft deck clear of cargo

The vessel is drifting

downwind on a stable
heading

◊ = The directio

Wind force

• = Effective centre of water pressure • = Effective centre of wind pressure

The water resistance is only created by the vessel drifting at a steady speed to leeward.

The vessel held stationary in the water on the drift heading by thrusters

Stern
thrust
Wind force

The bow thrust to windward needed to hold the tug on a steady heading is considerably reduced in near
beam seas if the wind is abaft the beam, but it must still be about twice the stern thrust to windward for
keeping the steady drift heading.
32 Part 7 - THEORY

Sea waves
The turbulence due to the wind blowing across the downwards into deeper water in a progressive ly
water's surface causes a transfer of energy from the air diminishing way. The sea waves created by this process
lo the sea that sets the water particles on the surface approximate to 'trochoidal waves', as shown in the
into a rotational motion. Th is energy is transferred following diagram.

Wind generated sea waves

Initial wave formation Wave increases with time and travel distance
H. P. l.P. H.P. L.P. H .P.

,,...,.... ~
II
'II x
I })
-
II,.. 1~ f...
Friction between the airflow and the sea's I)) Stoke's drift
surface creates turbulence in both fluids.
.._.i.;
-r-
The continual energy transferfrom the wind Eddies persist on the lee side of the wave crests
to the water particles increases their speed causing pressure fluctuations in the air flow that
and radius of rotation. contribute to the build up of the waves.
Water particles move slightly faster in the crests than in the troughs, causing a downwind shift of
the orbital centres, known as 'Stoke's drift', so energy moves downwind and consequently the
bui ld up of a wave is reinforced by the waves upwind of it. The water particles' near circular motion
create a wave with long troughs and steeper shorter crests that approximates to a 'trochoidal'
wave profile.
The approximate deep water wave profile & water motion

~ Wavecrest -~--JI,.--- Trou~:, ,- ~ avecr~st

I I I \
---- --+ -,- t --- -r- - ,.--r.....
\ I \ I
--- - -- '-7 - - - - - , I -
--- --- ,._.,-___ ~1'-::;:~!!:t:------

I
: Orbital radi~s decreases I
I exponentially with depth
I~ Wavelength ''J...' ...,
I

The energy transferred downwards from the water particles at the surface diminishes with depth so
the radii of the water particles rotations reduce exponentially with increasing depth.
Direction of wave travel, (or propagation) ..

The depth of water is greater than 40% of the wavelength

The vertical scale is greatly exaggerated, relative to the horizontal scale, for the sake of clarity.
The wave period 'Tw' is the interval between the passing of one crest and the next.
Wavelength '')..'
The speed or 'celerity' 'C' of an individual wave = W . d 'T , metres/second
ave peno w
A wave continues growing in height, length and period with both the duration of the wind and the
distance over which it has been blowing in the same direction and with the same strength, which is
known as 1etch'. However, eventually the energy in the sea's surface matches the energy in the air
flowing over it and the wave ceases to grow any further.
 Chapter 2 - The environmental forces acting on an AHTS vessel 33

Sea waves (continued)

The speed of an individual wave can also be related to its wavelength and period as shown below.

The speed of an individual deep water wave

(by the superimposed flow method)

;'
- ... \
-----l-,c--,------
', ;'
A smooth water flow is super-
-u imposed onto the wave motion
Wave celerity 'C' ----•
►~ ◄ Flow velocity '-C'

The frozen' wave profile that results from the above superimposition
C- U .,.
◄to--..._...,,
--------------------.---

/ ~ ;
Particle motion at the sutface is transformed from a circular motion to that of a roller coaster
Energy/ kilogram at the trough = Energy/ kilogram at the crest
2
So - (C + U)2 = - (C - U)
+ gh joules
2 2
Where 'g' is 9.81 mls2, the acceleration on earth due to gravity

So - (C + U)2 + (C - U)2 = 2gh joules

Then -4CU = 2gh joules
2CU
So Wave height 'h' =
g
metres .... G)
But the wave height 'h' also equals the diameter of the wave particles' orbital motion and the particle
completes one orbit in wave period 'T'
So the length of orbit = nh metres & particle velocity = u m/ s
UT
Hence Wave height 'h' = metres ····®
n
Combining equations '7' and '2 '
2nC
Wave period 'T' = seconds
g

So Wave celerity 'C' = ;~ metres/ second

Where 't' is the wave period in seconds & 'g' = 9.87 m!s2
Wavelength ')c'
But also Wave's celerity, 'C' = Wave period 'Tw' metres/second

.
An d so Wave ce Ierity, 'C' also = \/ ~
rii: metres / second

Where '')..' is the wave length in metres & 'g' = 9.81 mls2
34 Part 1 - THEORY

Sea waves (continued)

The relationship between wave height and the wave heights are not constant. Nevertheless, the average
wavelength is complex, as waves of differing lengths length of a deep water wave for a given height can be
continually interact with each other and so observed estimated as follows.

The relationship between wave's length and its average height

Wave height (metres)

7.45m - Height = J length

Typical deep water wave profile

0 149m Wavelength (metres)

Deep water wave equations

Phase velocity 'C' = 1.56 Tm s, or 'C' = J 1 .56 A m/ s, & '11. ' = 1.56 T 2 m
Where 'T' = The wave period in seconds, ').,' = Wavelength in metres, & in = 1.56

Pressure under still water increases linearly with depth as given by the following equation:
Pressure under still water = water density x gravitational acceleration 'g' x water de pth
Pressure in still water is due to randomly moving water motion over the molecules' random movements and so
molecules colliding with any submerged object, so the create a pressure bias in the direction of water
pressure at any particular depth acts equally in all molecules' motion that, at any one location, is
directions. However, sea waves superimpose an orbital continually changing with the wave cycle.

The rate of increase in water pressure with depth of water beneath a wave

Direction of wave travel, (or propagation)

,' I

---~r----*l_____ _. :.-, 11µ._____..;y,:------;:..r:- --

---~ir-----....,u~.______,.~,L-----➔------.:r--

= Lines of equal pressure

The vertical scale is greatly exaggerated, relative to the horizontal scale, for the sake of clarity.
The rate at which pressure increases with depth reduces beneath wave crests, but it increases under
the troughs. The influence of the waves decreases exponentially with the water depth and effectively
disappears at depths greater than about 40% of the wave's length. Note that the lines of equal water
pressure are not horizontal but follow the wave profile to an extent that diminishes with depth.
 Chapter 2 - The environmental forces acting on an AHTS vessel 35
----
The maximum slope of a wave
The maximum slope of a wave can be estimated by will underestimate the actual maximum slope of real
.tpproximating its profile to a sine curve, though this waves, particularly large breaking waves.

Estimating the maximum slope of a wave

A plot of the variation in the height of an arm rotating at a constant angular speed, such as the bicycle
pedal shown below, w;// be that of a sine curve.
t1
-----i- 1 radian = 57.3°
6Z
_____ ..:j_
tl I
I
I
a cycle = 2n radians ~

co = t~ radians/ second, so the time period 'T' of one cycle, is given by T = 2; seconds

The plot of the elevation of the water level in a wave against both time and the distance it travels is
assumed to be a sine curve with a constant angular rate of progression 'w' radians/second.
'h ' = wave height (metres), '"i,.' = wavelength (metres), 'Tw' = wave period (seconds)
- - = Water elevation 'Z' (metres), - - - = Wave slope 'S' (radians)

______ .._,
_ _ _radians
L Smax _ _ _ ...., r- -

0 O.SA ,._ 1.SA

Distance travelled 'x' (metres)
0 O.STW TW 1.STW
Time 't ' (seconds)
0 n 2n 2n
Stage in the wave's angular cycle (radians)

The elevation 'Z' of the water level at distance 'x' from the origin = ~ sin (kx) metres
2n
Where 'k' is known as the wave number and is given by k = T cycles/metre

The wave slope 'S' at distance 'x' from the origin = :! = h

2 kcos (kx) radians

The wave slope is maximum when 'kx' = 0, n, 2n, 3n etc. where the cosine of 'kx' = ±7
h 2n
So the maximum wave slope 'Smax' = ~k
2
=
2
X
A
radians

Tw2g
From the equations on page 33 A = 2n
metres

h 4n 2
So The maximum wave slope 'Smax' = 2x Tw2 g
radians
36 Part 1 - THEORY

Wave groups
A wave with a single wavelength cannot eJdst on its own elsewhere. Seas dose to the centre of a storm are very
because any disturbance that creates waves will generate confused as waves of widely differing lengths and
a range of differenl wavelengths and periods, which is periods are mixed together to form 'short crested' waves,
known as the 'wave spectrum'. The waves that are longer but the waves become beuer sorted into groups of
in both length and period travel faster than shorter similar celerity as they spread out, so the sea becomes
waves and, as waves spread out from a disLUrbance, so more reguJar and the waves are 'long crested'. Wave
waves of differing lengths intefere with each other as groups can be identified as a sequence of large waves
faster waves overtake the slower ones. This interaction separated by regions of calmer water, which explains the
between the different wave periods produces an endless old sail'ors' saying that 'every seventh wave is the biggest
changing pallern in which crests seem to grow from though it may be that every fourth or tenth wave is the
nothing, then diminish to disappear and be recreated biggest, depending on the particular mix of wavelengths

The bunching of deep water sea waves into groups by intetference

The slightly longer and faster wave 2 is overtaking wave 1 in the diagram below.

I
I
(The vertical scale is greatly exaggerated)

Direction of travel, (or propagation)

I
I'--"
.
I Wave 1
I
I
+ I

~
I
I

: Resultant sea surface

Wave crest & wave trough Wave crests Wave crest & wave trough
coincide coincide

Interference between waves ofsimilar lengths moving at almost the same speed bunches the resultant
waves into groups. Individual waves appear to form at the back of the group, grow in height as they
move towards the middle of the group and then diminish to nothing as they reach the front of the group.

3rd wave group 2nd wave group 1st wave group

___... '--- - '-- ~

► ... ►

Individual waves have only a transient existence in different strides will get out of phase and the childn,.-
deep water as they are being continually formed at the fall over, so they must pick themselves up and sca-
back of a group and destroyed when they reach the again. Experienced three-legged race competitors \\
front Wave energy actually spreads out at the speed of have learnt that the: best way to win is not to fall ov.:-
the wave group and the 'group velocity' is half the speed which. requires running at a measured pace slower th-
of the componem waves' speeds in deep water. A rough their usual sprinting speed. Waves cannot co-ordina
analogy of this (for readers who can remember their movement, so they simply 'trip each other up' t-
primary school sports days) is two children with slightly interference and consequently the group and the ener-:
different lengths of stride running as a pair in a three- within it advances at a much slower speed than u
legged race. When the legs that are tied together move in individual wave celerity.
phase they can run at full speed, but eventually the two
 Chapter 2 - The environmental forces acting on an AHTS vessel 37

Wave spectra
'Vind usually varies in both strength and direction periods spread over a fan of directions, as shown by the
d uring any given period, so a really fully-developed sea following diagrams.
will consist of a range, or 'spectrum' of wavelenglhs and

A wave spectrum in a fully-developed deep ocean sea

Peak period 'Tp'

~
QI
C
QI
QI

j
0
0 Wave period 'Tw ' seconds 3 4 5 6 7 8 9 10 11
Beaufort wind scale

Wave energy is usually spread over a range of directions in a real sea.

Wave energy
Primary
direction

- 90° +30°

+60°

-60° - 30° 0 +30° +60°

+90°

Optimising a ship's design to withstand I.he worst significant wave height. The wave energy per unit area of
conditions that it is expected to operate in requires sea a disturbed sea surface increases with the square of the
c.tates to be mathematically defined. Wave height and wave height, so if the height of a wave doubles as it
oeriod data has been collected and analysed over the moves from the back of the group to the middle, then
-ears from around the world, though a record of wave energy within the wave is increased by a factor of four.
heights produced by any particular set of conditions Wave data is used to develop statistical models of
•·ill be very variable. A general measure of the sea's wave energy spectra for particular significant wave
roughness can be given by the average height of the highest heights, which shows how the energy is spread over the
~ne third of the waves recorded over a particular period, range of wave periods. The 'Bretschneider' model is used
which is known as the 'significant wave height' or 'Jis'. for open ocean conditions whilst the 'JONSWAP' model
However, there is no simple relationship between wind applies to confined continental shelf seas, such as the
~peed and wave height as, even in open ocean North Sea. The JONSWAP spectrum is narrower than
conditions, this depends on the sea's topography (such the Bretschnejder model for the same significant wave
as variation in the water depth and disposition of height, as wave energy in confined waters is more
bordering coastlines), the duration of the wind, its fetch concentrated around the predominant wave period and
as well as the wind speed. Also, interference between gives shorter and steeper waves than i.n the open ocean.
d ifferent component waves occasionally creates Most of the wave energy in the world's oceans tends to
exceptionally high 'rogue waves' that may be twice the be in waves with periods between 7 and 9 seconds.
 w
00
......
Significant wave height prediction curves based upon the joint North Sea wave project OONSWAP 1969) 0 ~
~ ....~
From 'Prediction of wave height and period for a constant wind velocity using the '}ONSWAP' results:
D. Carter, Ocean Energy, Volume 9, no. 1, 1982 i
"0 :t
rr,
(The significant wave height is the average height of the largest 33% of waves recorded over a period of time) Ill 0
IQ"
:,
~
-<:;
WIND
1 hr WIND DURATION 2hr 3hr 6hr 9hr 12hr 15hr 21hr
SPEED '9i
Q
30m/s
(60 knots) WAVE
...
:, I
I

hs TP I I
~
:,- I
2Sm/s
(50 knots) 10m
"
'!a• I

9m

20m/s
(40 knots) 8m 10.0s
"'a
7m 9.4s ~-
:,
:,
I
-
1 S m/s 6m 9.0s
(30 knots) I I A <J
>
I I I If ' )(: I I I 71 t, I I/ I I / ', / I '" l-s/ I 11Sm B'
8.2s
!;.
4m 7.0s
"
:;;
10m/s
(20 knots)
3m

2m
6.2s

S.0s
=
a
lm 3.5 s
(16 ~:its) I" I I ;-I" I I bf I I 7
1
T'"' -4-:-;.f--l ~
r 1 11 I I I I 11 0.Sm 2.7s

STEADY STATE CONDITIONS

0
2 3 4 S 6 7 8 910 20 30 40 so 60 70 80 100 200 300 400 500 600
FETCH IN KILOMETRES

Enter with wind speed on the left-hand side and move across until limiting fetch or duration curve (either fetch or duration will limit wave growth) is
reached, then move down the appropriate fetch or duration line to intersect the wave height curve.
 Chapter 2 - The environmental forces acting on an AHTS vessel 39

Sea waves in shallow water

Waves 'feel' the restricting effect of the seabed and so governed by only the water depth and so all waves longer
start to slow down when the water depth is less than 25 times the depth of wate.r trave.l at the same speed that
about 40% of the wave's length, so the term 'shallow' is decreases with decreasing water depth, causing the waves
relative to the wave's length. The water particles' orbital to shorten and steepen. Waves also increase in height
paths are progressively squashed in the vertical plane with decreasing depth, as energy is fed into the waves
until the water depth is less than about 4% of d1e wave's from deeper water faster than it is progressing forwards.
length and the water particles are just oscillating A tsunami is a very extreme example of this growth in
horizontaUy back and forth. At this point, wave speed is wave height as it approaches die shore.

Wave motion and speed of propagation in very shallow water

When waves move in water depths of less than about 4% of the waves' lengths, the water motion is
almost purely horizontal and the waves' speed is governed solely by the depth ofthe water.

If the water depth 'D' :5 0.04 '')...', then the wave speed 'C' = JgD m/ s

Where 'g: the acceleration on earth due to gravity = 9.87 mls2

Waves slow down and shorten as they move into shallower water, but the crests move faster than the
troughs so they progressively overtake the preceding troughs by initially becoming steeper on their
leading faces before curling over and breaking in very shallow water.
Waves also increase in height as they slow down because energy is being Jed into the wave train from
deeper water faster than it is progressing forwards.

The growth of wave height as waves move onto a shelving beach

mean water level •-

Nearshore waves c::=>

Shelving beach

Waves passing over depth contours at angles other than at 90° change direction due to refraction, so
shoals can act as a lens and focus wave energy onto an area on their leeward side.
The wave focusing effect of a submerged shoal due to refraction
The shoal acts like a convex lens by focusing waves on the leeward of the shoal into a region of
heightened seas bordered by areas of unusually calm sea for the prevailing weather conditions.

Ill
QI

j .J..-~ lf-rt Focus

-L=...J-..w..W-11-+• ::;:1;:;l;~~~~~"---- Submerged shoal
40 Part 1 - THEORY

A ship's response to waves

A ship in the open sea, has 'six degrees of freedom of each motion and can be estimated by approximati n._
movement' namely surge, sway, yaw, roll, pitch and the motions to types of 'simple harmonic motion'. Am
heave. Only the last three of these motions produce an one of them is amplified when the ship encount~
imbalance between the forces of buoyancy and weight waves of a similar period to the motion's natura
to create a force or moment that acts to move the ship period. Ship's officers will be aware of the dangers o
back towards its state of equilibrium. When a vessel heavy 'resonant' or 'synchronous' rolling when thetr
pitches or rolls, the centre of gravity moves out of vessel encounters waves with the same period as it
vertical alignment with the centre of buoyancy to create natural roll period. Resonant motion is limited tr
a righting moment to restore the ship to even keel, or energy· being dissipated through turbulence and/o ·
to the upright, respectively. Similarly, an excess of waves created by the motion, which is particular
buoyancy or weight acts to restore a ship to its important for restricting the maximum angle of a shlp
equilibrium draft when its heave momentarily creates synchronous roll.
an imbalance between these two forces. Such SUige, sway and yaw create no net counter force c ·
restorative motions are examples of 'mass-spring- moment to reverse these motions when a ship is at se
damper' systems in which each motion has a natural and they are only rhythmic in a rough sea because tl-<
period of oscillation, 'Tn', so ships have natural roll, waves that cause the motions are alternating ~
pitch and heave periods. The natural periods differ for approximately regular intervals.

A ship's six degrees offreedom of movement

Yaw
Surge

Ship's mean track

/
'/
Path of ship's centre of gravity
Roll

Only pitch, roll and heave are restorative motions with natural oscillating periods when a ship is in a
seaway. These natural periods can be estimated by applying the following general formula for Simple
Harmonic Motion:

Inertia term
Natural period 'Tn' = 2 n seconds
'Spring constant'

The heave inertia term is a ship's mass plus the mass of water moving up and down as the ship
heaves and the 'spring' constant is the force/metre of hull immersion at the equilibrium draft.
The inertia terms for rolling and pitching are a ship's transverse and longitudinal moments of
inertia and the moments of disturbed water about the ship's centre of gravity respective ly, whilst
the 'spring' constants are the transverse and longitudinal righting moments/radian of rotation
created by these two motions.
 Chapter 2 - The environmental forces acting on an AHTS vessel 41

'Resonant' or 'Synchronous' motion

-\ swimmer uses resonant heave to climb out of a a greater depth than before. The swimmer builds up
~,dmming pool by rhythmically pushing down and the vertical oscillations, so that after two or three
pulling up against the poolside to build up vertical cycles, he has sufficient upward momentum to heave
mo tion. The swimmer produces excess buoyancy by himself out of the pool. Most people automatically
first pushing himself deeper than the equilibrium level find the correct rhythm and it takes much more
he floats at. He then starts to pull himself up and as he thought to explain the process than it does to actually
'.lloves closer to equilibrium, the excess buoyancy do it.
diminishes, but he increases the pull by his arms to Resonant motion is a continual exchange between
maintain upward acceleration. If the upward pull potential energy, which peaks when the body is at the
reaches its maximum just as the swimmer passes maximum distance from the equilibrium, and kinetic
through the equilibrium then he will raise himself energy, when the body is passing through the
higher above the equilibrium position than his equilibrium at the maximum velocity. It only occurs if
starting point was below it. He now has excess weight the disturbing force or moment is synchronised with a
md so he starts to sink. The excess weight diminishes body's natural response period and the body's response
as he again approaches equilibrium, but now he is always a quarter of a cycle behind the disturbance.
maintains the downward acceleration by pushing The '90° phase lag' between a disturbing force and the
down and if, as before, this push peaks as he passes motion it causes is an important feature of any form of
through the equilibrium position, then he will achieve synchronous motion.

A swimmer using synchronous heave to climb out at the pool side

•
,F I
O

+
!Q
T',P

'
._...,..---=
;c
~-
t
'h' is the swimmer's height above
the equilibrium position.
.,,,..,,,

GI ~

~~o---------~---
u a.
.!!!
Cl.
~
.!!!
"Cl
P is zero P is maximum P is zero The vertical velocity 'v' equals the
- h is maximum h is zero + h is maximum slope of the curve for the height 'h'
v = zero v = maximum v = zero

The motion response to rhythms of varying periods

At resonance, the height gained by the swimmer lags 90° behind the force 'P' in his arms that
creates the motion. However, if he were to pull and push at a faster rate, the motion would lag his
muscle force by 780°, whilst a much slower rhythm would allow his motion to catch up with the force
tn his arms. The damping effect offriction and turbulence in the water limits increased height gained
at resonance.

TH = The swimmer's natural heave period

0

-------- -- ~~~------~!~,~
"C
QI :::::
C :::S
·;; ~
bO C
-.c -~~
~13'1
.c I'd
b,O ...
·; .e
:c 0
1----,- "!~-----~~~~~~~~~~~~~t ~i
0 TH Rhythmic Period
42 Part 1 - THEORY

A ship's motion at sea depends on the vessel's natural response periods and the period of the waves it encounters, as shown in the
above photographs ofa large, modern Offshore Support Vessel (OSV) in heavy head sea consisting ofwave periods to its natural
pitching period. (courtesy of D Byrne)
 Chapter 2 - The environmentalforces acting on an AHTS vessel

'Resonant' or 'Synchronous' motion (continued)

A ship's heave and roll can be estimated over a range of wave periods much greater than the ship's natural period.
wave periods by multiplying the height or slope of the Heave dissipates a lot of energy through the turbulence
wave by the 'Response Amplitude Operator', or 'RAO'. The and waves that it creates by pumping water up and down
RAO measures how much a ship's motion amplifies the under the ship's hull, so it is heavily damped with a large
wave height or slope and it increases from zero for calm added water mass (see page 40) that effectively increases
water to a maximum at the ship's natural period for the the ship's mass by about 80% and limits the RAO at
particular motion, beyond which it decreases to 1 for resonance to roughly between 1.2 and 1.4.

Estimating the natural heave period of an AHTS vessel (see pages 40 & 41)
The heave inertia term = the ship's displacement+ the mass of disturbed water ""' 1.8 'AT'
The heave 'spring' constant = is the force/ metre of hull immersion at the equilibrium draft.

LBP = 52 m , Beam = 15 m, 'WPA' = 608 m 2

Draft= 5 m , Displacement ' AT' = 2760t,

18
Natural heave period 'TH' ""' 2 n · AT seconds
pg (WPA)
Where 'g' = 9.87 m!s2 & 'p' = 7.025t !m3
Maximum bollard pull = 60 t So, the tug's natural heave period 'TH' ""' 5.7 seconds

Approximate Heave Response Amplitude Operator Curve

CII
~ ~ II\
CII bO .,..
.r. ·a; ~ · RAOH = - - - - - - - --,.-0
'o .r. "CJ
CII CII 0
bO ~
,-::r
.,..
IO e:
~~ 0 ID
a: I
0 Ill
II\ ':I"
II I
:x:
0
0
•-----'---=--i ____________ _ I
..I
00
0
-•
;::i,

: 0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Wave Period 'Tw ' seconds

The resonant heave motion of the ship

Resonant or synchronous motion lags the disturbing force by 90° (a quarter ofthe wave cycle), so the
upper and lower limits of heave occur on a wave's falling and rising slopes respectively.

---,I
l Still
1water
I_level
__ J
I

On the crest On the falling slope In the trough On the rising slope
Weight = buoyancy Weight > buoyancy Weight = buoyancy Buoyancy > weight
V(up) is maximum Vis zero V(down) is maximum Vis zero
 'Resonant' or 'Synchronous' motion (continued)
When the shjp is heaving in resonance with the period of causing the ship to roU. A vessel rolls more easily than
the waves striking it on the beam, then the upper and will heave up and down, as the forces of weight an
lower lirruts of the heave are maximum (about 130% of buoyancy remain in equilibrium during the roll and tl-
the wave height for the AHTS vessel on the previous mass of water disturbed by roUing is much less. This al
page) on the falling and rising wave slopes respectively. means that the water's damping effect is also much Jes
This is due to the motion lagging the changing sea height than for heave, unless it is artificially increased by an~
that is causing it by 90° (see page 41). However, the roll devices such as bilge keels, fin stabilisers and ro
waves will also move the forces of weight and buoyancy damping tanks.
in and out of vertical alignment over the wave cycle, so

Estimating the natural roll period of the AHTS vessel on the previous page
A ship's natural roll period can be estimated as follows:
. ~ 2 n Rv 1
Natural roll period 'TR' = 2 "\!~ = Vg x V GM seconds

Where acceleration due to gravity 'g' = 9.81 mls2 and 'Rv' is the radius of
gyration ofthe ship's mass+ the added mass of water about the centre of
gravity 'C'. 'Rv' is a fraction of the ship's beam 'B: which depends on the
ship's weight distribution, which can be taken to be roughly constant for a
given set of hull proportions, so the ship's beam and CM in metres can be
taken as the only variables in the above equation.

So, the natural roll period 'TR' "" A constant ~ seconds

The /MO Code of Intact Stability gives the equation belowfor the constant
The constant "" 0.746 + 0 046 Beam 'B' (m) - 0 086 LBP 'L' (m)
· Draft 'd' (m) · 100

The AHTS vessel's particulars

LBP = 52m, Beam = 15m, Draft = 5m&GM = 1.2m
So the constant = 0.746 + 0.138 - 0.045 = 0.839

So, the natural roll period 'TR' ::::: 0.839 V; _~ : : : 11.5 s

Approximate Roll Response Amplitude Operator Curve

CII
CII Q.
°bo 0
C iii LI\
t'li
-"'
... "'~
0
CII
>
0
. - - - - - - - RAOR = 2.0 - - - - - - -
E t'li
:, E 0
E :IE II'! Anti-roll device such as bilge keels and ro.11
-~ ....
-~ damping tanks will limit the maximum RAO
Ill
I
i::,
':Z'
I: I: ....~ . ::=-=--~ CID
10111
I o Ill
II I
Ill 12':
et 0 I ~;;-
0
: 0 --.------- 0
0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Wave Period 'Tw' seconds
 Chapter 2 - The environmental forces acting on an AHTS vessel 45

A ship's response to beam waves that create resonant heave

The JONSWAP data for continental shelf waters on page the vessel's natural roll period of 11.5 seconds is much
38 indicates that waves with a period of 5.7 seconds longer than that of the waves. The ship rolls into each
have a significant wave height of 2.8 metres for a wind rising wave slope and then rolls b ack into th.e wave's
speed of 22 knots and a fully-developed sea; whilst the falling slope, so its natural roll response is curtailed by
graph on page 34 shows that the waves have a length of the wave's changing slope. The ends of the roll
about 54 metres. Jf the AHTS vessel is subjected to such consequently coincide with upper and lower limits of
waves on the beam, then the tug's rolling motion will the ship's resonant· heave motion.
lag the changing slope of each wave by 180° because

The AHTS vessel's heave and roll in 5.7 second, 2.8 metre high beam waves
The wave period is considerably shorter than the tug's natural roll period, so the changing angle of heel
lags the changing wave slope by 180° and the ends of the roll coincide with the upper and lower limits
of the resonant heave motion on the falling and rising slopes of each wave.

1
-Still 1
,water
I_ level I
_ _ ...J

On the crest On the falling slope In the trough On the rising slope
Weight = buoyancy Weight > buoyancy Weight = buoyancy Buoyancy > weight
V(up) is maximum Vis zero V(down) is maximum Vis zero
Rolling to starboard At the end of the roll Rolling to port At the end of the roll

The maximum heave = h x RAOH metres

Where: Wave height 'h' = 2.8 m & the RA0Hfor a 5.7 second period= 1.3 (see page 43)
So, maximum heave == 2.8 x 1.3 == 3.64 m , which exceeds the wave height by 0.84 m

So, the change in draft at the limits of the heave motion is ± 0.42 metres

The difference in pressure and lateral force is caused by the change in depth of hull immersion across the
tug's beam which, in turn, depends on its beam and the wave's slope plus the ship's roll angle to the
v:ertical. The wave slope can be estimated from the equation on page 35 and the roll angle is given by
multiplying the slope by the RA0Rfor the wave period (see page 44).
h 4n 2
The wave slope ::::: 2 x Tw2 g radians

Where: The wave height 'h' =2.8 m, The wave period Tw = 5.7 s
4 n2 •
So, the wave slope == 1.4 x _72 x _ radians
5 9 81
So, the wave slope ::::: 0.17r == 9.9° to the horizontal
The RA0Rfor a 5.7 second wave period= 0. 15 (see page 44)

So, the maximum roll angle ::::: 0.15 x 9.9° ~ 1.5° to the vertical

So, the angle '8max' at the end of a roll ::::: 11 .4° to the sea surface
46 Part 7 - THEORY

A ship's response to beam waves that create resonant heave (continued)

The following diagram shows a possible way of very pressure changing with depth is perpendicular to t.h~
roughly estimating the peak lateral force of beam-on water's sUiface, rather than vertical (see page 34).
waves on the ship. Note that the gradient for water

Estimating the lateral force on the vessel in 5.7 second, 2.8 metre high, beam waves

The ship on the previous pages LBP = 52.0 m, Beam = 15.0 m

is at the end of a roll to port and Still water upright draft = 5.0 m
the lower limit of its heave cycle.

The mean draft increase

due to heave is 0.42 m

1.5° to the vertical

Direction of
wave travel

9.9° to the horizontal

ds

- - - -.
------*
'g' = 9.87 mls2
'p' = 7.025 tlm3

- - = Equal pressure lines are assumed to be parallel to the sea surface (see page 34)

Port draft 'dp' = (5.00 + 0.42 + 7.5 tan 11 .4°) cos 1.5° == 6.9 metres
Starboard draft 'ds' = (5.00 + 0.42 - 7.5 tan 11.4°) cos 1.5° == 3.9 metres
Pressure P1 = pgds cos 9.9° = 1.025 x 9.81 x 3.9 cos 9.9° == 38.6 kN/ m 2
Pressure P2 = pgdp cos 9.9° = 1.025 x 9 .81 x 6.9 cos 9.9° == 68.3 kN/ m 2
Pressure@ F1 & F2 = 0.5 (P1 + Po) = 0 .5 (38.6 + 0.0) "" 19.3 kN/ m 2
Pressure@ F3 & F4 = 0 .5 (P2 + P1) = 0 .5 (68.3 + 38.6) == 53.5 kN/ m 2
'k1 ', 'k2; 'k3' and 'k4; are correction factors that estimate how the effective vertical area
and its distance from the ship's centreline changes with the hull shape at different depths.
Effective hull area 'A1 ' @ F1 = k1 x LBP x 'ds' == 0.70 x 52 x 3 .9 == 142.0 m 2
Effective hull area 'A2' @ F2 = k2 x LBP x 'ds' == 0.65 x 52 x 3.9 == 131.8 m 2
Effective hull area 'A3' @ f 3 = k3 x LBP x 'bd' == 0.30 x 52 x 3.0 == 46.8 m 2
Effective hull area 'A4' @ F4 = k4 x· LBP x '&I' == 0 .35 x 52 x 3.0 == 54.6 m 2
Stbd force = 19.3 A1 + 53.5 A3 == 5048 kN, Port force = 19.3 A2 + 53.5 A4 == 5661 kN

So, net lateral force to starboard == 5661 - 5048 == 613 kN or approximately 62.5 t
 Chapter 2 - The environmental forces acting on an AHTS vessel -47- ~

~ ship's response to beam waves that create resonant heave (continued)

e diagram below shows lhe same very rough method lhe beam of the ship of lhe previous pages when it is at
:: estimating the peak lateral force caused by waves on the upper limit of its heave cycle.

Estimating the lateral force on the vessel in 5.7 second, 2.8 metre high, beam waves

The ship on the previous pages LBP = 52.0 m, Beam = 15.0 m

is at the end of a roll to stbd and Still water upright draft = 5.0 m
the upper limit of its heave cycle.

The mean draft decrease

due to heave is 0 .42 m

1.5° to the vertical

Direction of
wave travel

9.9° to the horizontal

-----t
-- ♦ ds

__1__ i
g'= 9.87mls2 - - - - --
p = 7.025 t/m 3 9.9° to the vertical

Equal pressure lines are assumed to be parallel to the sea surface (see page 34)

Port draft 'dp' = (5.00 - 0 .42 - 7 .5 tan 11 .4°) cos 1.5° ~ 3.0 metres
Starboard draft 'ds' = (5.00 - 0 .42 + 7.5 tan 11 .4°) cos 1.5° ~ 6.0 metres
Pressure P1 = pgds cos 9.9° = 1.025 x 9.81 x 3.0 cos 9.9° ~ 29.7 kN/ m 2
Pressure P2= pgdp cos 9.9° = 1.025 x 9.81 x 6.0 cos 9.9° ~ 59.4 kN/ m 2
Pressure@ F1 & F2 = 0 .5 (P1 + Po) = 0 .5 (29.7 + 0 .0) ~ 14.9 kN/ m 2
Pressure@ F3 & F4 = 0.5 (P2 + P1) = 0.5 (59.4 + 29.7) ~ 44.6 kN/ m 2
'k1 ', 'k2', 'k3' and 'k4: are correction factors that estimate how the effective vertical area
and its distance from the ship's centreline changes with the hull shape at different depths.
Effective hull area 'A1 ' @ F1 = k1 x LBP x 'dp' ~ 0 .60 x 52 x 3.0 ~ 93.6 m 2
Effective hull area 'A2' @ F2 = k2 x LBP x 'dp' ~ 0 .55 x 52 x 3.0 ~ 85.8 m 2
Effective hull area 'A3' @ F3 = k3 x LBP x 't,d' ~ 0 .35 x 52 x 3.0 ~ 54.6 m 2
Effective hull area 'A4' @ F4 = k4 x LBP x '&I' ~ 0 .30 x 52 x 3.0 ~ 46.8 m 2
Stbd force = 14.9 A1 + 44.6 A3 ~ 3830 kN , Port force = 14.9 A2 + 44.6 A4 ~ 3366 kN

So, net lateral force to port ~ 3830 - 3366 ~ 464 kN or approximately 47.3 t
48 Part 1 - THEORY

A ship's response to beam waves that create resonant heave (continued)

The calculations on pages 46 and 47 rely on estimating slope superimposed upon 1t mto short transvers..
the effective vertical areas on each side of the hull and sections and determining the wave force on each slic..
the average pressures acting on them when the ship is at that can then be added up to give tl1e net lateral pea:,
the ends of its roll. However, the difference in the wave force on the whole hull.
maximum depths between the vessel's low and high Assuming the lines of equal pressure to be straig."
sides and, hence, the pressure difference are based on and parallel to the wave profile is also a source of em.
the rug's angle to the waterline and its maximum beam, in the calculations, as page 34 shows how the rate
but the lateral separation between any two opposing pressure changing with depth increases from
vertical immersed surfaces is only constant for a totally minimum value beneath a wave crest to its maximur
box-shaped huJI. AHTS vessel hulls have a very short value beneath a trough. The lines of equal pressure ar
depth box-shaped midships section, though the upper converging towards the trough and this tendency
regions of the aft half of the hull are box-shaped above most marked in the water near the surface bt..
the chine right up to the stern. The vertical surfaces at decreases exponentially with increasing depth, relatr
the bow and stem in the hull's lower regions are narrow to the length of the wave. This reduces pressure on tt
where there is little difference in the depths and, hence, down hull side whilst increasing it on the up hull sid
water pressures between their port and starboard sides. so significantly reducing the peak beam wave force
A proper calculation of the peak wave force using 'strip the hull width is a significant proportion of the wa.-
theo,y' involves slicing the heeled hull with the wave length.

Using strip theory to calculate the peak lateral force of beam waves

The hull shape is divided into transverse strips of equal length with waterline at the end of the roll
superimposed on each strip so that the wave force on each strip can be calculated and then added
up to provide the total peak wave force. Each strip is assumed to be parallel sided with its section
taken at mid-length.

The way in which waves distort the increase of pressure with depth of water (See page 34)

If the ship's beam is a significant portion of the

wave's length, then the converging tendency of
lines of equal water pressure from a wave crest
to a trough significantly reduces the pressure
difference across the hull at the ends of the rol
and, hence, the peak wave force.
Crest Trough Ship's beam = 15 m
'◄ Half wave length ---► ...I' Wavelength :::: 54 m

I
I
Lines of equal water pressure are
most closely stacked in the trough
 Chapter 2 - The environmental forces acting on an AHTS vessel 49

A ship's response to beam waves that create resonant heave (continued)

The 'k' factors used in the calculations on pages 46 encountering waves on the beam of a period at or
and 47 are very rough guesses to compensate for the dose Lo its natural heave period is greater at the end of
variation in the area and shape of the vertical areas a roll into an oncoming wave than it is for the roll
over different regions of the hull and they do not even ending in a receding wave. Most seafarers would agree
consider the effect of the wave on the pressure with this, as the strongest impact forces are nearly
gradient with the depth of water. As such, the always felt at th~ ends of rolls to windward into an
calculated peak lateral wave forces are probably over- oncoming wave rather than at the ends of the leeward
estimations by perhaps as much as 50%. They do rolls and this is before taking Stoke's, or surface, drift
suggest, however, that the peak wave force on a ship into account (see page 32).

A ship's response to beam waves with periods longer than its heave period
The procedure used on pages 45-47 to estimate the than those on pages 46 and 47 but they will indicate
peak force of waves on the beam can be applied to how the force changes with increasing length of the
waves of a longer period, provided that the RAO values waves. AHTS vessels are often expected to operate in
and their accompanying phase shifts used to determine significant wave heights of up to about 5 metres, which
the vessel's heave and roll response to the waves are have periods of about 8.2 seconds in continental shelf
appropriate for the wave period. The estimated peak seas of unlimited fetch (see page 38) and wavelengths
wave force will not necessarily be any more accurate of about 100 metres (see page 34).

The vessel's heave and roll motion in 8.2 second, 5.0 metre high beam waves

The AHTS vessel's particulars

LBP = 52 m , Beam = 15 m, Draft = 5 m & GM = 1.2 m
Heave period = 5.7 s, so RAOH == 1.OS (see page 43)
Roll period = 11 .5 s, so RAOR == 0 .35 (see page 44)

5
W ave sIope = 2 4 n2 - 0 15r - 9 0
x s.22 x 9.81 - . -
Displacement 'AT' = 2760t
So, maximum heel = 0.35 X 0. 15 = o.osr = 3°

The heave is in phase with the sea's height, whilst the roll lags the wave slope by 180°.
The wave period is shorter than the ship's natural roll period but longer than its heave period, so each
roll ends on a falling or rising wave slope but the upper and lower limits of the small heave motion occur
on the crests and troughs respectively and so do not effect the peak wave force at the ends of the roll.

---,
I Still I
l water
I_level
_ _ ..JI

On the crest On the falling slope In the trough On the rising slope
Weight ::::: buoyancy Weight ::::: buoyancy Weight ::::: buoyancy Buoyancy ::::: weight
Vis zero V(down) is maximum Vis zero V(up) is maximum
Rolling to starboard At the end of the roll Rolling to port At the end of the roll
SO Part 1 - THEORY

A ship's response to beam waves with periods longer than its heave period (continued)
The following diagram uses the method shown on on the beam. Note that the very small heave motio-
pages 46 and 47 to roughly estimate the peak lateral does not affect the peak wave force at the ends of 11'
force of 8.2 second, 5 metre high waves striking the ship rolJ.

Estimating the lateral force on the vessel in 8 .2 second, 5 metre high, beam waves

The ship on the previous pages LBP = 52m, Beam = 15 m

is at the end of a roll to port and Still water upright draft = 5 m
at its mean draft of 5 metres

There is no significant effect

of heave on the mean draft

3° to the vertical

--- 'g' = 9.81 mls2

9.9° to the vertical 'p' = 1.025 tlm3

- - = Equal pressure lines are assumed to be parallel to the sea surface (see page 34)

Port draft 'dp' = (5.00 + 7.5 tan 12.0°) cos 3.0° == 6.6 metres
Starboard draft 'ds' = (5.00 - 7.5 tan 12.0°) cos 3.0° == 3.4 metres
Pressure P1 = pgds cos 9.0° = 1.025 x 9.81 x 3.4 cos 9.0° == 33.8 kN/m 2
Pressure P2 = pgdp cos 9.0° = 1.025 x 9.81 x 6.6 cos 9.0° :::: 65.6 kN/ m 2
Pressure@ F1 & F2 = 0.5 (Pl + Po) = 0 .5 (33.8 + 0.0) == 13.9 kN/m 2
Pressure@ F3 & F4 = 0.5 (P2 + Pl) = 0.5 (65.6 + 33.8) == 49.7 kN/ m 2
'k1: 'k2: 'k3' and 'k4: are correction factors that estimate how the effective vertical area
& its distance from the ship's centreline changes with the hull shape at different depths.
Effective hull area 'A1 ' @ Fl = kl x LBP x 'ds' == 0 .70 x 52 x 3.9 == 131 .8 m 2
Effective hull area 'A2' @ F2 = k2 x LBP x 'ds' :::: 0.65 x 52 x 3.9 == 142.0 m 2
Effective hull area 'A3' @ F3 = k3 x LBP x 'od' == 0.30 x 52 x 3 .0 == 46.8 m 2
Effective hull area 'A4' @ F4 = k4 x. LBP x 'od' == 0.35 x 52 x 3.0 == 54.6 m 2
Stbdforce = 13.9A1 + 49.7A3:::: 4158kN, Portforce = 13.9A2 + 49.7A4 == 4687kN

So, net lateral force to starboard == 4687 - 4158 == 529 kN or approximately 53.9 t
 Chapter 2 - The environmental forces acting on an AHTS vessel 51

A ship's response to beam waves with periods longer than its heave period (continued)
The calculation on the previous page relies on the same height), so we might expect the higher waves to create a
approximations outlined on page 48 and used in considerably greater peak force. However, this would be
estimating the peak wave force for shorter 5.7 second, to ignore the effect of the longer length and period of
2.8 metre high waves, though the assumption that the the waves, which reduces the ma.ximurn slope of the
lines of equal pressure are parallel to the wave profile is waves whilst also allowing the ship to heel over further
more valid for the higher waves due to their longer from the vertical before arresting and reversing the roll.
wavelength. The estimated peak force for 8.2 second, A crude analogy can be made by comparing the shorter
5 metre high waves on the beam is about 54 tonnes, and longer waves with using the brakes to stop a motor
which is approximately the average between the peak car. A driver putting his foot hard down on the brake
forces of 62.5 tonnes and 47.3 tonnes for the shorter pedal creates a large braking force that brings the car
2.8 metre high wave on a rising slope and a falling slope quickly to a stop with a jerk and so can be likened to the
respectively (see pages 46 and 47). T his seems strange, action of the shorter period wave, whereas a more gentle
as waves of 5 metres in height are almost twice as high application of the brakes results in a lower braking force
as the shorter waves and have about 3 times the energy that allows the car to travel further before it stops, which
(wave energy increases with the square of the wave is more like the action of the longer wave.

A ship's response to beam waves with periods equal to or longer than its roll period
If our Al-ITS vessel were subjected to waves on the beam troughs, whilst the vessel's heave motion would be
with a period equal to the ship's natural roll response, equal to and in step with the wave's rise and fall. This
then the maximum roll angle would lag the wave slope situation is known as 'synchronous rolling'.
by 90° and so the rolls would end on the wave rests and

The AHTS vessel's response to 11.5 second beam waves

◄1--- LBP = 52 m - - - -
1... The AHTS vessel's particulars
1
I LBP = 52m, Beam = 15m, Draft = Sm & GM = 1.2m
I
I Heave period = 5.7 s, so RAOH "' 1 .0 (see page 43)
I Roll period = 11 .5 s, so RAOR "' 2.0 (see page 44)
h 4n 2 .
Wave slope = x h2 x _ radians
2 9 81
Displacement 'AT' = 2760t
So, maximum heel = 2.0 x wave slope ('h' = height)

The heave is in phase with the sea's height, whilst the roll lags the wave slope by 90°.
This is a case of synchronous rolling, as the vessel's roll period is equal to the wave period and the
ends of the rolls occur on a wave crest or in a wave trough.

- --,
: Still I
I water
1 _ _ .JI
_level

On the crest On the falling slope In the trough On the rising slope
Weight "' buoyancy Weight "' buoyancy Weight "' buoyancy Buoyancy "' weight
Vis zero V(down) is maximum Vis zero V(up) is maximum
At the end of the roll Rolling to port At the end of the roll Rolling to starboard
52 Part 7 - THEORY

A ship's response to beam waves with periods equal to or longer than its roll period (continued)
If the AHTS vessel were subjected to the conditions that periods and lengths (see page 37) d1at indud
creates waves with 11.5 second periods, then it would be waves of much longer periods than those th
in hurricane force winds with 10 metre high waves with dominate the spectrum. Swell waves are wia
a maximum theoretical slope of about 8.5°, whid1 generated waves that have spread beyond th
would roll the ship 17 ° to port and starboard if the disturbance that generated them, so the waves are n
RAOR value is limited to 2 (see page 44). This would be longer being reinforced by the wind and the energ-
a serious threat to a ship with such a low freeboard as in each wave is distributed around an ever increasir .
our AHTS vessel and, in reality, the situation would be circle around the centre of the storm that create,
worse because the wave crests would be even steeper them, so their height diminishes. The water at tJ,.
with green water breaking over the aft deck. It would be surface of the swell waves is also in contact with t..
almost certainly fatal to hold the vessel on a heading air that may be calm or blowing in a differei
with such seas on the beam. However, smaller waves direction to the wave travel, so a proportion of L"
can create less threatening synchronous rolling in one energy in each wave cycle is lost due to friction at ~
or a combination of both of the two following water-air interface (see page 32), which also reduc
situations: the height of the waves. Long period waves tra,
further for each cycle than shorter waves, so a swt:
1. The ship is moving at speed in a following sea with almost always consists of only low waves with lo,.. .
the waves on a stern quarter, so the speed of the periods and length that have travelled a considerab
waves, relative to the ship's speed, is less than their distance from their source, so they are well son-
speed of propagation and, consequently, their and the sea is regular with 'long crested' waves (
apparent, or 'encountered' period increases. Most page 36).
seafarers will know of the slow corkscrew-like and
uncomfortable rolling motion that can occur when a If a ship is subjected to waves on the beam of long;
ship is moving at speed in following quarterly seas. periods than its roll period, then the ship moves in stc.
2. The ship is subjected to long period swell waves on with the motion of the surface water, as shown in L
the beam. All storms at sea create a spectrum of wave following diagram.

The vessel's heave and roll in beam waves with periods greater than 14 seconds
The heave and roll motions are in phase with wave height and slope.
The ship's motion follows the water molecules' motion as they move in their orbits (see page 32), so it
rises and falls half a wave height above and below the still water level and sways half a wave height
distance from a mean position that moves slowly in the wave direction of travel.

---,
I Still I
7water
1_level
_ _ .JI

On the crest On the falling slope In the trough On the rising slope
Weight "" buoyancy Weight "" buoyancy Weight "" buoyancy Buoyancy "" weight
At upper heave limit Falling heave At lower heave limit Rising heave
Rolling to port At the end of the roll Rolling to starboard At the end of the roll
Swaying to starboard At the end of sway Swaying to port At the end of sway
 Chapter 2 - The environmental forces acting on an AHTS vessel 53

Wave forces and a ship's ability to hold station

The force of the waves in rough weather is, and always is greater at the lower limit of heave than at its upper
has been, a danger to any ship on the high seas through limit because of the extra immersed depth of the
the stresses on the ships' structure and the violent ship's hull at the lower heave limit (see pages 46 &
motion that waves can produce. However, this treatise is 47). Consequently, the net force of the waves in the
mainly concerned with the limits that waves impose on direction of their travel is significantly increased
an AHTS vessel's ability to hold station and to maintain beyond just what is due to surface drift.
the heading necessary to follow a set track whilst 3. The peak wave force increases with the square of the
handling a mooring at slow speed. The previous pages wave height for a given wave period. This is not
have concentrated on the effect beam seas have on a tug, ·immediately obvious from the calculations in pages
as this direction usually creates the greatest problem for 46, 47 and 50, but the slope of a wave is directly
a tug handling a tow. Assessing the peak wave force is proportional to wave height whilst the angle of heel,
difficult as it depends on the wave period relative to the relative to the vert.ical, at the ends of the ship's roll is
tug's natural heave and roll response periods as well as directly proportional to the wave slope. Consequently,
the wave height, but the following general conclusions the angle of heel relative lo lhe sea's swface and, hence,
can be made: the difference in wave force across the hull is
proportional to the wave height squared, assuming
l. The impact of a wave is most noticeable when its the angles are less than about 12°.
period is less than a vessel's natural roll period, as the
wave is curtailing the ship's roll that the previous The wave action on the vessel can be regarded as an
wave has produced. oscillating current in which the peak force is only
2. The direction of the wave's lateral force is usually relevant if it over-stresses or breaks some component of
almost completely reversed every wave cyde, as the the operation or is sufficient to knock the ship off its
net force acting in the d irection of the wave's travel heading if the wind and waves are forward of the beam.
due to surface drift is small relative to the peak wave The net force due to surface drift is what must be
force. The exception to this is when the wave period opposed for the tug to remain on station or to hold its
is close to the ship's natural heave period but less track without consistently drifting to leeward and
than its roll period (a ship's heave period is usually surface drift is only a relatively small fraction of the
about half of its roll period). In this situation, the peak force, except for when the ship's heave resonates
ends of the roll coincide with limits of the with the wave period.
synchronous heave motion and the peak wave force

Surface, or Stoke's, drift

nh 4 nz
Water particle's orbital velocity 'U' = x e T
Tw

A~ \
', ·-
... ~..
•u •:' z = +d
:-· ,,.
Where 'h' = wave height, 'Tw' = wave period, '.11.' = wavelength
& 'z' = the depth of the water particle beneath the sea surface

Stoke's drift 'Us' can be given as =

n 2h2 4nz
\

' 11.Tw x e T
'
. '
' ......~ .......:' '
nh
So, Stoke's drift 'Us' = 'U' - ,._

Example: Wave height 'h ' = 2.8 m, wavelength ''),.' = 54 m, wave period 'Tw' = 5.7s

Water particle's orbital velocity 'U' at t h e su rface 2.8 n x

= sT eo = 1 .54 x 1 = 1.54 m/ s

So, Stoke's drift 'Us' at the surface = 1.54 25

8
4
n = 1 .54 x 0.16 = 0.25m/ s
54 Part 7 - THEORY

Wave forces and a ship's ability to hold station (continued)

Data collected from wave rider buoys suggest that the periods and mathematically-defined sea states for
surface drift rate is between 2% and 3% of the wind range of wind speeds.
speed in a fully-developed sea, but significa ntly less The environmental forces (including the wave force.
than this for swell waves. However, it is the locally wind acting on ships built with dynamic positioning (Dr
generated waves that cause the most station keeping control systems are analysed and programmed into L'
problems for a vessel and waves also have the indirect DP system as part of the design process so that the systa
effect of reducing the t.hrusters' efficiency d ue to the produces the appropriate thrust responses to keep t.
pitching, rolling and heave motions that they create. vessel on its target position. The analysis should fol11
All things considered, assessing the effect of waves on a procedures given by the ' Internation a l Mari
ship is a complex process that can only be carried out Con tractors' Association' (the IMCA) in their docume
with any degree of accuracy by a programme of !MCA M 140 and the results can be p resented as a r
detailed analysis based on the tug's natural response capability plot, as shown in the following diagram.

An example of a DP capability plot

Bow

'
Rotating current
& wind direction

Le d
n

The blue line represents the

limit of the ship's capability to
hold station when at least one
thruster output is at 100%

210°

Stern

The w ind speed is the average value at 10 metres above sea level over a minute and the
current is 1 knot. The rotating wind and current are coming from a common direction.
 Chapter 2 - The environmental forces acting on an AHTS vessel SS

Wave forces and a ship's ability to hold station (continued)

-\ D P capability plot indicates the limit of the vessel's response to idealised sea conditions specified in the
ability to regain its station after being knocked off LMCA M140 document and, as such, they do not
position. Capability plots are usually produced in sets necessarily totally reflect the vessel's station keeping
sh owing the limits of the vessel's station keeping for limits in the real sea state it is operating in.
di fferent extents of thruster failure and each plot may Consequently, the plots are not a guarantee of the
also include envelopes for a range of different ship's performance in any particular situation, but
currents. The plots are produced by an analytical they do allow for the station holding capabilities of
procedure that is based on a standardised ship different vessels to be fairly compared.

A rough assessment ofthe limit of an AHTS vessel's ability to hold to a track

The DP capability plot is for a vessel maintaining its If a DP capability plot is not available to the ship's
position under DP control without any tow force acting officers, then a very rough assessment of the limiting
at the ship whereas an Al-ITS vessel engaged in anchor environmental conditions for the wind, waves and
handling must generate the towing force whilst holding current about 25° forward of the beam can be made as
to a specified track. The DP capability plot on the shown in the following diagrams. Rather than
previous page indicates that the least favourable heading incorporating the calculations shown on pages
to maintain is when wind and current come from about 46-47, the net wave force is estimated by assuming the
15 ° forward of the beam, as the bow thrust is the limiting surface drift for the given wind speeds extends down
faaor for the ship holding the heading. It must also be to the tug's keel. This exaggerates the drift force, so it
appreciated that the full bow thrust relies on power being makes a rough allowance for the adverse effects of the
'illpplied by the shaft generators and so the maximum bow vessel's motion on its capacity to withstand the net
1mst will not be available if the tow tension requires the wave force.
,uu:imum bollard pull to be protected (see pages 12-14 & 60).

Estimating an AHTS vessel's ability to counter winds and current 25° forward of the beam

A.P.
I

I
I
I

LOA = 59.0 m , Max beam = 15.0 m, Summer draft = 5.0 m, Displacement 'AT' = 2760 t

Main propulsion
Twin rudders and twin diesels, each driving a cpp in a Kort nozzle via a reduction gearbox
Main engine power = 2 x 25 75 bhp (or 1930 kW) at 1600 rpm = 51 SO bhp (or 3860 kW)
Bollard pull
Maximum ahead thrust ~ 62 t with no bow thruster load on the shaft generators
Thrusters
Bow t unnel thrusters - 2 x 7.5 t thrust (each requiring SOO kW), Stern thrusters - none
(Bow thrust is reduced if the main engines have insufficient power to produce the required bollard
pull and generate the necessary electrical power for the bow th rusters from the shaft generators)
Electric generating capacity
Diesel generators - 2 x 350 kW (470 bhp), Shaft generators - 2 x 800 kW (600 bhp)
56 Part 7 - THEORY

A rough assessment of the limit of an AHTS vessel's ability to hold to a track (continued)

Estimating the lateral force for winds 25° forward of the beam
Vessel's exposed lateral topside areas Formulae from page 27

CD(W ) :::: 0.7 CD(W) ==

' 1.1 FY(w)f == 290 Vw(kt) 2
1.0
58300
::::
Vw(kt)2
201
t

90m2 + 290m2 FY(w)a :::: 90 Vw(kt)2 O.7 :::: Vw(kt)2 t

58300 925

If the above formulae relate to an average wind speed over one minute, then the results should be
increased by 50% to allow for gusts and by a further increase of 50% to allowfor the loss of the
efficiency of the thrusters due to the ship's roll, pitch and heave caused by accompanying waves.

Vw(kt) 2 Vw(kt)2
So FY(w)f :::: 2 X t & FY(w)a :::: 2 x t
201 925
Maximum lateral bow and stern forces in near beam winds allowing for gusts and motion

Wind speed (knots) 5 10 15 20 25 30 35 40

Bow force (t) 0.2 1.0 2.2 4.0 6.2 9.0 12.2 15.9
Stern force (t) 0 .1 0 .2 0.5 0.9 1.4 1.9 2.6 3.4

Estimating the lateral force for currents and waves 30° forward of the beam
The forces ofsurface drift and current can both be estimated by the formulae derived on page 29.
The bow and stern drag factors are 0.8 and 0.4 respectively, which gives an overall factor of 0.6.

0.5 LBP x d = 26.0 X 5.0 = 130m2 FY(c)f == 130 Vc(kt) 2 0.8o

72.5
I: : 1.43 Vc(kt)2 t

t••
I◄
S.Om {
52.0m
~ ►I
0.40
FY(c)a == 130 Vc(kt)2 72 _5 I : : 0.72 Vc(kt)2 t
The surface drift is assumed to be 3% of the wind speed, which over-estimates its effect on the tug's
immersed hull, as the drift speed decreases exponentially over the depth of the ship's draft.

Maximum lateral forces on the bow and stern due to steady near-beam currents and waves

Wind speed (knots) 5 10 15 20 25 30 35 40

Surface drift (knots) 0 .15 0.30 0.45 0.60 0.75 0.90 1.15 1.20
Bow force (t) 0 .0 0.1 0.3 0.5 0.8 1.3 1.9 2.1
Stern force (t) 0.0 0.0 0.1 0.3 0.4 0.6 0.9 1.0

Current speed (knots) 0 .5 1.0 1.5 2 .0 2.5 3.0 I

Bow force (t) 0 .4 1.4 3.2 5 .7 8 .9 12.9
Stern force (t) 0.2 0.7 1.6 2.9 4.5 6.5 I

The tug's capability to hold position against environ- the estimated bow thrust needed to counter
mental forces dose to the beam is limited by the power different combinations of near-beam winds, se.u
of its bow thrusters, so the table on the next page shows currents.
 ugh assessment of the limit of an AHTS vessel's ability to hold to a track (continued)

Estimating the bow thruster load to counter seas and currents 25° forward of the beam

Current
Wind & Waves

ne highest force on the bow for a given wind speed and current occurs with both directed at about 30°
6".vard of the beam. The wind force includes the sutface drift due to the waves in a fully-developed
C£"tinental shelf sea. The ship is assumed to be in water depths exceeding 50 metres, so shallow water
effects do not apply (see page 28).
The figures in the squares give the bow thruster loads in tonnes

Wind speed (knots)

0 s 10 15 20 25 30 40

0 0 0.2 1.1 2.5 4.5 7.0 10.3

11'1
0 0.4 0.6 1.5 2.9 4.9 7.4 10.7

..
......
0
11'1
~
"""
1.4 1.6 2.5 3.9 5.9 8.4

-..
C
-'It
11'1
3.2 3.4 4.3 5.7 7.7
C
...
QI """
... ,,_.
:,
0
5.7 5.9 6.8 8.2
u
8.9 9.1 10.0

= Less than 60% maximum thrust, = 60% to 80% maximum thrust

1111 = 80% to 100% maximum thrust , 1111 = More than 100% maximum thrust

The percentage thrust values assume that there is sufficient electrical power from the
shaft generators for the maximum bow thrust of 15 tonnes to be available (se e page 14).

It must be appreciated that the above table, like the DP fetch. Furthermore, both the above table and the
capability plot, is only a guide to the limits of the capability plot relate to the tug holding its position
,-essel's capacity to hold to a track with the wind and without being encumbered by a tow, so they do not take
rurrent dose to the beam. Sea conditions are very the effect of the tow tension into account. Consequently,
•·ariable depending, as they do, on the depth of water it is the master's decision and his alone as to wlietl,er or
and its variation, as well as the duration of the wind and not the tug can continue with an operation.
 Controlling an AHTS vessel's
thrusters and rudders

The aft bridge control

position on an AHTS vessel
~~;J.K:-cory note 60 (photograph by Michael
.rlt bridge control on AHTS vessels 62 Hancox)
-.~'!'Vlng the manoeuvring controls 64
unsion measurement 64
rfects of bow and stern lateral thrust with no tow 65
-,s:x: manual heading control 66
a!s:::ic::k a uto heading control 69
actJon of joystick auto heading control 70
.aovstick auto heading control's 'memory' works 71
.-s::,c a uto heading control and wind data input 73
effect of the tow on controlling the vessel 74
trol 75
P control console 79
DP thruster configuration 80
performance for a vessel without a tow 81
g a vessel into the DP control mode 84
1?4!:rformance for a vessel with a tow 85
t o use automated control 86
~ • a nd anchor handling at speeds in excess of 3 to 4 knots 87
t50 Part 7 - THEORY

lntroducto note
Anchor handling operations, surface towing and A tug's power management must be set up at the start
offshore supply work demand different capabilities of an operation to either provide the maximwn bollard
regarding the tug's manoeuvrabUity and so require pull or for the maximum electrical power to be available
different methods of control. to the ancillary equipment, such as the winches and
auxiliary thrusters (see page 14). Surface towing needs
■ Anchor handling involves an AHTS vessel either
maximum bollard pull, whereas holding station on rig
moving ahead whilst towing out the anchor and its
supply work requires maximum electrical power for the
moorings for deployment or being towed astern by
auxiliary thrusters. The decision is less dear for anchor
the mooring winch on the offshore unit after
handting, as deepwater mooring operations demand a
recovering an anchor and its moorings from the
high bollard pull whilst also relying on the bow
seabed. The vessel speed is less than 2 knots for deep
thrusters to keep the tug on track. Furthermore, a tug
water chain moorings, but 5 to 6 knots for shallow
must hold to the line heading against high tow tensions
water wire moorings. Moorings must be run out
when bringing a large anchor over the stem roller,
along a prescribed track and the weight of tow acts
which uses the main winch as well as the thrusters and
down on the tug's stern, which can threaten its
main propellers, so the power demand is high. The
stability when the tow leads off the quarter (see
power supply arrangement must be configured to meet
chapter 4 ). an operation's most demanding stage, so if there is not
■ Surface towing is carried out at a speed of between
enough power available to carry this out in the
4 and 5 knots with the tow leading up from the tug's
prevailing condWons, then the task must be postponed
towing winch, which is a safer arrangement as
(a specific example of this dilemma is given on pages
regards to its stability. Furthermore, the tow need not 151-153).
keep to a predefined track, so the course can be
Tugs with cp main propellers and shaft generators are
altered to suite the prevailing wind, seas and current,
usually powered by diesel engines running at a constant
which means the tow can be kept leading close to
rpm with the main thrust entirely controlled by the
right astern. The tug is steered by rudder actions
pitch of the propellers. However, some tugs may have
rather than using bow thrusters, which are not very
combinator control in which the maximum thrust can
effective at these speeds. only be achieved by increasing the engine rpm with the
■ Offshore supply work requires the tug to hold station
propellers at full ahead pitch and the shaft generators
and heading dose by the offshore unit and with its
disengaged.
aft deck within reach of the unit's crane, so it relies
heavily on lateral thrusters.

The two methods of controlling the thrust from main propulsion cp propellers
Pitch control only (most common) Combined pitch and rpm control
The engine turning at constant rpm all the time The propel lers turn at constant rpm up to
develops fu ll ahead thrust at maximum pitch. maximum pitch and 65% of full thrust. The
thrust is increased further by increasing the
engine rpm.

Ahead

Ill
<(
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 61

Bridge layout, dual operation

Aft control station ofa large modern anchor handler. This arrangement requires two men to operate the vessel during anchor handling
KOrk. The boat 'driver' sits in the left hand seat and the winch operator in the right hand seat. The joystick control system is visible
'Tlounted close to the window in front ofthe 'driving seat'.

Bridge layout, single operation

Aft control station of a small anchor handler. This is a single operator station. Main engine clutch and throttle controls are positioned
eJt and right ofthe driving seat and the winch controls are positioned on the left hand console. The rudder control is visible between
the arms ofthe driving seat. (photographs by Michael Hancox)
 The ~ brid, e control on AHTS vessels
The aft bridge on some smaller Al-ITS vessels with more or serv1Ctng a platform, though he will still reqt.
basic auxiliary machinery are built with just the driver's assistance for operating the tow winch and deck tug::
seat for working the tug's controls whilst anchor handling winches during the more complex stages of an operat..

A typical AHTS vessel's aft bridge control station designed for one-man operation

The vessel

Twin main cp propellers and rudders with two bow thrusters

Instrumentation mounted above the windows

1 Radar, 2 UHF radio, 3 Towing pins & shark's jaw stopper controls, 4 Towing & work wire tens 0,-
gauges with upper limit settings, 5 Navigation light panel, 6 VHF radio, 7 Deck tugger winch
controls, 8 Tow drum & work drum controls, 9 Searchlight controls, 10 Deck light panel,
11 Joystick controls, 12 PA system, 13 Main propeller pitch control, 14 Ruddertillers(can be
operated in tandem or split), 15 Bow thruster control, 16 Fire alarm panel, 17 Machinery alarm
panel, 18 Navigation display, 19 Emergency stops, 20 CCTV monitors, 21 Pitch, rudder and
heading indicators, 22 Wind speed & direction indicator, 23 Tow tension readout.

The aft bridges on larger more complex AHTS vessels by working the deck machinery and other engin..
include a second seat for an officer to support the driver systems, as shown in the diagram on the following
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 63

The aft bridge control on AHTS vessels (continued)

Typical plan of an AHTS vessel's aft bridge control station designed for two-man operation

The vessel

Twin main cp propellers and rudders, two bow thrusters, an azimuth thruster and a stern thruster
Instrumentation mounted above the windows

I le~~
I QO ; ~

1 Navigation display, 2 Radar, 3 Systems display & keyboard (for selecting different displays),
4 DP console, 5 Main propeller pitch control, 6 PA system, 7 Rudder tillers (can be operated in
tandem or split), 8 VHF radio, 9 Joystick control, 10 Stern thruster control, 11 Azimuth bow
thruster control, 12 Bow tunnel thruster control (can operate either or both tunnel or bow thrusters),
13 UHF radio, 14 Towing pin controls, 15 Sharks' jaws controls, 16 Searchlight controls,
17 Machinery alarm panels, 18 Deck light switches, 19 Navigation light panel, 20 Fire alarm
panel, 21 Tugger winch controls, 22 Tow winch drum controls, 23 Stowage drum controls,
24 All winch power, clutch & gear controls, 25 - Bulk liquid cargo pump controls, 26 Bilge & ballast
pump controls, 27 Winch tension readouts, 28 Main propeller pitch, rudder & heading indicators,
29 Wind speed & direction indicator, 30 CCTV monitors.
The two officers sit in swivel clhairs mounted on fore & aft rails with the driver on the wheelhouse's
port side and the supporting officer worki ng the on the starboard side.
 Part 7 - THEORY

Monitoring the manoeuvring controls

The diagrams on the previous pages show how the main A thrust vector display is usually only available o-
manoeuvring controls are grouped together at aft bridge DP console (most new AHTS vessels are equipped ,
o n consoles in reach of the operator's seat, but DP), but it should be possible for manufactur~
monitoring the effects of his commands is also produce a standalone display and site it where it car
important. A navigation plot showing the tug's heading, easily seen from the operator's control station.
the uack it is to follow and the rig's position (hence, lengths of the vectors and the thrust values indicatec:.
also the lead of the moorings that the tug is handling) the display will be based on the power input LO
must be in clear view of the operator as well as thrusters and so do not account for any loss of thrnsc ea
indicators showing rudder angles, the thrust of each by the 'Coanda effect' (see pages 15-16) when the lu-.
thruster and the tow tension measured at the winch. moving ahead or astern through the water.

Monitoring the vessel's thrust, heading and position

The diagrams below are examples of how to present navigation, thruster and tow tension data on the of
bridge of an AHTS vessel engaged in a deep water anchor handling operation.

Navigation plot with 'ship's stern up' inset Thrust and tow tension

Tow tension 165 t

c o 0 0

133t

The inset in the navigation plot shows a relative motion large scale 'stern up' plot of the vessel, so the
display matches the view of the operator at the aft bridge control station.
The arrows on the thrust and tow tension display show the individual thruster levels (red is
80%- 700% of maximum thrust, 60% - 80% and green less than 60%). The black arrows
show the resultant thrust and yaw moment. The resultant ahead thrust is less than the tow tension, as
the thrust must only overcome the tow tension's horizontal component.

Tow tension measurement

Tow tension measurements are normally based on tension's horizontal pull that the tug's thrust
sensing the tipping moment, or 'torque', of the _tow overcome, rather than the total tow tension,
against the winch seat, which depends on the diameter includes the weight of the tow acting downwards .,
of the turn coming off the winch barrel. This is often stern. Nevertheless, a sudden rise in the tow tensio -
not very precise, as the diameter of this turn changes waming that the tug may be getting into a dang..:
with how many layers, or 'wraps', of tow wire are on the situation, (see page 74 and chapter 4) so it sho ...
winch drum, the diameter of the tow wire and how well monitored at all times.
it is spooled on to the drum. Furthermore, it is the tow
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 65

The effects ofbow and stern lateral thrust with no tow

"\ tug's lateral thrust at the bow and stern is used to stern, but the main prope!Jers and rudders can typically
create either bodily lateral thrust or yaw moments or a generate a lateral thrust at the stem that is at least twice
combination of both. The diagrams below do not that of the bow thrusters' maximum output.
ronsider how lateral thrust is produced at the bow and

The different combinations of bow and stern lateral thrust on a vessel with no tow

·-©

X = Centre of rotation (is always closest to the end

of the vessel with the smaller lateral thrust)

I
______._·-·-©· .

0
Maximum pure yaw moment, zero lateral thrust.
Centre of rotation is amidships.

Yaw moment reducing, lateral thrust increasing.

Centre of rotation is moving closer to the bow.

Zero yaw moment, maximum pure lateral thrust.

There is no centre of rotation .

The maximum lateral thrust at the stern in this example is about twice that at the bow.
Lateral thrust scale

100% 80% 60% 0 60% 80% 100%

Port Percentage of maximum lateral thrust Stbd
66 Part 1 - THEORY

Joystick manual heading control

The previous page shows how yaw and lateral can also be operated through a joystick control u
movement commands can put conflicting demands on consists of an azimuth thrust control and a yaw kn
a vessel's lateral thrust capacity at the bow and the stern. Operators must appreciate that the way in which jop
If the tug's thrusters and rudders are operated by their control uses the available individual thrusters and rudden
individual controls, then it will be obvious to the response to the operator's commands is programmed inro
operator that increasing the yaw moment will reduce system, which is also how it resolves conflicting demantb
the boclily sideways thrust and vice versa. However, the the bow and stern thrusters for controlling the heading
bodily thrust and yaw moment on most Al-ITS vessels lateral movement.

A typical joystick control for an AHTS vessel with high lift rudders

The yawing moment is controlled by a knob separate from t he azimuth Azimuth thrust control
thrust control, which sets the direction and magnitude of bodily thrust.

Take Optional auto

I heading settings
~

Yaw

Yawing moment control Azimuth thrust control

The examples below show how the joystick and yaw controls can work the thrusters and rudders.
Vessel stationary and swinging to starboard about amidships with maximum yaw moment

Stbd engine going ahead, port engine going astern

Zero net fore & aft thrust, starboard bow thrust = port stern thrust from the starboard rudder.
Vessel stationary and swinging to starboard about amidships with maximum yaw moment

Port engine going ahead, stbd engine going astern

Zero netfore & aft thrust, starboard bow thrust = starboard stern thrust from the port rudder.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 67

Joystick manual heading control (continued)

The joystick software should be programmed to suit owners. The following diagrams show how the
the tug's handling characteristics that have been programme for a tug with conventional rudders may
determined in its design stage and then tested in the differ from a similar tug with the same thrusters but
builder's trials before handing the tug over to the fitted with high lift rudders.

Possible joystick programmes for two different vessels being turned short round
(The coloured envelopes show the ranges of thrust programmed for joystick control)

100% 80% 60% 0 60% 80% 100%

Port Percentage of maximum lateral thrust Stbd

The control for the vessel

with the high lift rudders is
programmed to direct the
screw race away from the
vessel's other rudder.

C)

Astern Ahead Ahead Astern

thrust thrust thrust thrust

Tug with conventional rudders (See page 20) Tug with high lift flap rudders

The joystick controls of both above vessels have been programmed to limit the thrust of any thruster to
700% of their maximum capacity.
68 Part 1 - THEORY

Joystick manual heading control (continued)

Yaw commands control the ship's heading a11d if the commands, though a system may increase the ah,
vessel is holding its heading against a strong wind off thrust against a rudder to comply with the yaw comman...
the bow, then allowing the head to fall off to leeward If the maximum yaw command is insufficient
nearly always means losing control of the vessel's hold a ship against the yaw moment of a strong w •
position as well. Consequently, system designers should off the bow, then it may be possible to bring the ves5'.
programme Lhe joystick control to prioritise yaw head up to windward by increasing the lateral thrus.
commands over azimuth thrust commands when there leeward at the stem. This is no longer a pure yaw aa
is insufficient thrust available to fully comply with as th~ ship will pivot around a point forward
both, regardless of which was put into the system first. If a amidships and so move bodily to leeward, thougl
command is made tluough the joystick of eitl1er of the does provide a chance of keeping control of the sh
two tugs on tlle previous page to also move tl1e vessel to heading.
port, then the system should reject the azimuth thrust lf a tug has twmel thrusters at the stem as well 3.!i
command, as the bow tllrusters are thrusting to port at the bow, tllen the joystick may be programmed to ·
full load to meet Lhe maximum port yaw command, use the stem tunnel Lhrusters to respond to ,
which has priority over a port azimuth thrust commands when they are available and only reson
command. The system should also sound an alarm to the rudders as a second option. Stem tllrusters
alert Lhe operator when it cannot ful ly comply with the ineffective at high levels of main propeller thrust du('
azimuth thrust setting. Lateral azimuth thrust the Coanda effect (see page 16) and should
commands are usually given priority over fore & aft disconrrected in tl1ese circumstances.

Holding the ship's head against the yawing moment of a wind off the port bow

Joystick at the maximum 1 - The wind yawing moment is greater than the
yaw rate to port with no maximum port yaw command so the ship's head
azimuth thrust command is falling off to leeward.

Centre of
X rotation

Joystick at the maximum 2 - The increased starboard thrust at the stern is

yaw rate to port with stbd sufficient to overcome wind yawing moment, so
azimuth thrust command the ship's head is forced back up to windward.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 69

Joystick manual heading control (continued)

There is no formally agreed order of priority of settings can be tested in port without the thrusters
commands between the system manufacturers, so the actually running. Officers joining a vessel for the first
only way to find out how the joystick works is to test it. time should use the simulator mode and observe the
Joystick control on most modem AHTS vessels is a thrust vector plot to familiarise themselves with the
component of a DP system that also has a simulator responses the system makes for different joystick
mode for training purposes, so the joystick control settings.

Joystick auto heading control

The joystick control usually has an opt.ion for the ship's a similar way to that of an autopilot. The software works
gyro compass data to be fed into the system so that it out the yawing moment to apply from the following
can hold the vessel on a heading set by the operator in equation:

The equation that determines the applied yaw moment in joystick auto heading control

Heading error 'Eh' (epsilon h) = Set heading - gyro input

Yaw moment 'M ' to apply = Ah [d:th] + Bh [Ehl + Chfe h dt tonne- metres

d;/ = Rate of change in heading error, £ h = Heading error and Jc h dt = Accumulated error
Ah, Bh and Ch are constants determined by the designers and fine-tuned during installation trials.
The constants Ah, Bh and Ch are programmed into the system when it is installed in the vessel.

Yaw moment 'M' (t- m)

Thrust 'F' = _ _ _ _ _ _ __;__--'-- tonnes
Length ' L' (m)

1be equation looks complicated, though it is just the officer on watch, the constants 'A', 'B' and 'C' are not
m imicking the act.ions of a good helmsman steering a adjustable by the operator. They are set by the
~hip underway with the rudder alone. The helmsman technicians who install the DP system and fine-tune its
~as a course to steer whilst, at the same time, he can see software during the performa)1Ce trials. If auto heading
the ship's actual heading and so the amount of helm he control has not been properly tuned, then it is possible
applies depends upon the heading e1Tor. As the ship that tl1e ship's head will continually oscillate around the
swings towards the course heading, the helmsman first set heading, which indicates that constant 'A' is too
reduces the helm to an extent and then puts it small relative to 'B'. (This is the equivalent of a
amidships before applying counter helm to check the helmsman continually failing to apply enough counter
swing as the ship's head comes onto the correct course. helm to check a swing, so the head always overshoots
The timing and extent of checking the swing back on the target heading.) The constants can be changed
course depends on the rate at which the heading error is onboard if a person has the authorisation code that
;hanging. Finally, if the vessel tends to steer slightly off gives access to the programmable software, though this
course with the rudder amidships due to the wind, then is best done under the guidance of the DP makers.
the helmsman keeps a constant few degrees of helm to However, the operator can adjust the ship's draft input,
keep on track, which is the equivalent of the which is usually inputted at the main DP console. This
.ucumulative error. tells the system how heavy the ship is and so adjusts the
The auto heading control equation's constants 'N, 'B' constants to increase the thrust demands as displace-
and 'C' are equivalent to the autopilot settings of 'helm', ment increases. If the draft input is not properly
counter helm' and 'bias' ( or 'weather helm'). However, updated, the.n the system will still work, but it will not
unlike an autopilot where the settings can be altered by perform as well as it can do.
 Part 1 - THEORY

The action of ·o ick auto headin control

The auto heading control receives heading inputs from Auto heading control should be programmed
the gyrocompass at regular intervals of about one prioritise the yaw commands required to maintain
second so it updates the error 'eh' between the gyro data set heading over complying with any azimuth th,.
and the set heading at the same rate. The system must command and, if pure yaw is insufficient to hold
distinguish between port and starboard errors, so if ship at the set heading, then the system sho
errors are positive when the ship's head is to port of the automatically carry out the actions shown on page
set heading, then errors must be negative when the without any intervention by the operator.
ship's head is to starboard of it. The system then lf an auto heading control just consisted of the
calculates the following: terms hased on the instantaneous heading error
the rate of change of error, then it would senle
■ The rate of change of error 'deh/dt' in the interval
ship on a heading that could be some degrees oft
since the last error.
set heading depending whether or not there were
■ The accumulated error 'fEh dt' from the time that the
underlying external yaw moment acting on the s.
auto heading control was selected.
such as seas off the bow or stern. The accumu'
The system multiplies 'deh/dt', 'eh' and 'feh dt' by their heading error is the system's effective memory an..
respective constants, 'K, 'B' and 'C', and then adds up it provides the system with the ability to 'learn
the three terms arithmetically (i.e. terms can be positive yaw command required to counter any bias in
or negative, depending on the whether the error is to yawing moments needed to hold the vessel to the
port or starboard and whether it is increasing or heading, as shown by the diagram on the folloi
decreasing) and transmits the sum to the software that page.
controls the thrusters.

The action of the auto heading mode ofjoystick control

Auto heading engaged at time t8 when ship's heading = 8o and se·t heading = h

North
(0°) Port errors are positive
Starboard errors are negative

t
< 80
81 > 80
Att1

Ehl = h - 81
dEh 81 - 80
dt - tl - to
fE h dt = Ehl + EhO

1 - The ship is swinging to port at t1 , 2 - The ship is swinging to stbd at t1

'E', 'd E/dt' and 'JE dt' are negative 'E ', and 'JEdt' are negative, 'dE / dt' is
positive

The auto heading control will increase the starboard yaw command to correct the port negative error
and rate of error change for ship 1 but reduce or even reverse it for ship 2.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 71

How joystick auto heading control's 'memory' works

The effect of the accumulative error term in joystick auto heading control

-a "0
~
..0
I-
.... V, V,
-a
.t.:
~ ".t.:
w
... 0
...e
· ... 0 Time
QI ......
0
-a CII The accumulated error is the area under
CII bO
~ .E the heading error graph and so it will not
3 "0
l'IS
change when the heading error is zero.
E CII
::::J
u
::c
u
<(
~ ~
0 0
D. D.

Ship's heading oscillating as the '

~:~ Ship's heading is
1
. - syste~ 'learn~• to counter the
1
wind yawing moment relatively steady
1 1
to tx

In this situation, the joystick auto heading control has been selected at to and by tx the
accumulated error to port is sufficient to create a starboard yaw command to counter
the wind on the vessel's starboard bow.

The accumulated error increases until it creates a yaw command that is sufficient to counter the yawing
moment of the wind and sea when the vessel is lying steady to the set heading with both the
instantaneous heading error and rate of change of error being equal to zero.

The basic operating principle of the auto heading memory. If, for example, the set heading of the vessel
control is simple, but it must be appreciated that the shown above is changed so that tl1e wind moves from
system can only respond to the data that is put into it. the starboard bow to the port bow, then the thrusters
The accumulative error may reliably counter a wind wi 11 initially continue to bias the yawing moment to
yawing moment acting on the ship, but if the gyro data starboard as if the wind is stiU trying to swing the
is the only input, then the system cannot 'know' vessel to port. This will increase both the position
whether the yawing moment it opposes is due to a error and its rate of d1ange so the 'B' and 'A' terms in
strong wind close to the bow or a weaker wind closer the control equation will be working against the 'C'
to the beam. Jnputting a heading change command term until the build up of heading errors has wiped
increases the heading error, which is added to the out the previous accumulative error and is sufficient to
existing accumulative error, so the system can only produce a port yaw command to counter the wind
build up a new bias when the heading errors have yawing moment that is now trying to swing the vessel
been sufficiently large to cancel out the previous to starboard.
72 Part 1 - THEORY

How joystick auto heading control's 'memory' works (continued)

The input of a new heading that will shift the wind from increasingly sustains the ship's rate of swing, whils·
the starboard to the pan bow initially greatly increases accumulated port error lerm continues to increase ._
the accumulative port error term of the auto heading's the ship's head passes through the new set headjng
command equation, so the thruslers develop a large heading error term of the yaw command then start.
starboard yaw moment to bring the vessel's heading increasi ngly oppose the accumulative error term,,,.
closer to the wind. This reduces the wind's yawing will produce an overall yaw command to por
moment to port and then reverses it as the ship's bead conjunction with the rate of change of error term
passes through the wind at which point the wind will eventually reverse the vessel's swing to starboa:

The auto heading response to a heading change to put the wind on the opposite bow
The ship is holding a heading with the wind on the starboard bow when the operator inputs a large
heading change to starboard to put the wind on the port bow.

New heading inputted

-+- = Set heading, ◄- - = Previous set heading, Y = Yaw command

... 'O 1 2 3 4
'O .c . ' '
.s:. ...
I I I
~
..e o I/)
I I I
..
Ill I
'O 5
Ill
~
:i
E
::,
8 ~
~ 0
Q.

The control must overshoot the new set heading in order to overwrite the initial accumulated error ro
port and accumulate sufficient starboard error to produce the yaw command that will counter the
yawing moment due to the wind changing from being off the starboard to being off the port bow. It cc~
take several oscillating swings about the new set heading to achieve this.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 73

Jo~ick auto heading control and wind data input

An operator monitoring Lhe changes in the auto with a wind indicator providing that the yawing
heading control's thrust commands in response to a moments acting on the vessel for the different wind
new heading input can be excused for feeling strengths and directions have been determined and
bewildered when he sees the thrust continue to swing programmed into the control system by its design
che ship's head away from the new set heading. engineers. The wind strength and direction data can
However, the system must overshoot the target heading in then create thrust commands to be added to the control
order to wipe out the previous accumulated error and equation's sum (see pages 69-70) and so adjust
establish an appropriate new one. The extent of accordingly the yaw command to the thrusters as the
overshoot is determined by the balance between the wind strength and/or direction changes. This greatly
constants 'A', ' B' and 'C' that is programmed into the reduces the accumulative error term in the control
system and fine-tuned by the maker's engineers during equation and consequently reduces the ship's
the installation trials (see pages 69-70). The greater the oscillatory swing when a change of heading is put into
initial overshoot, the fewer diminishing heading the system. A small accumulative error will remain to
oscillations are needed for Lhe system to settle down, account for the current and wave forces, but it will be
but it is quite possible that a large overshoot puts the far less significant in controlling the tug if the
wind too close to the ship's beam and consequently mathematical model of the wind forces and their
allows lhe wind yawing moment to overwhelm the yawing moments is reasonably accurate. The wind
thrusters' capacity to reverse the swing. There is a rish of input should be selected whenever there is a significant
losing control of tlw ship if large heading alterations are wind force and the ship is in auto heading control.
made through the auto heading control when the vessel is in Wind indicators must be mounted high up on the
wind and sea conditions close to its operational limits. Jf the vessel's mast to be as dear as possible from parts of the
gyro signals are the only data input to the auto heading, ship's structure and normally there is a sensor mounted
then the heading change should be made in small steps on each side of the mast so at least one of them is
with sufficient time between each step for the system to always exposed directly to the wind. (This may not
settle down, but if this is not a viable option, then the always be so when the tug is close to and in the lee of
heading change must be made in manual control. an offshore platform, in which case the wind data
However, it is also possible to input wind strength and measured by the sensor may not reflect the wind
direction signals to the auto heading control on ships strength acting on tl1e vessel as a whole.)

Block diagram of the joystick auto heading control process

Inputs Output

I
Wind
indicator
Wind strength

Ship's draft
Wind yaw
---.-t__&_d_i_r_e_c_ti_o_n_:--1..-t..__m_o_m.,.e_n_t_ _.

Azimuth thrust Control

command ........,-t equation

Set heading

Heading error

Gyro Ship's head

74 Part 1 - THEORY

The ef/ect ofthe tow on controlling an AHTS vessel

An AHTS vessel should run out moorings with the tow sideways force of the tow tension's lateral horizontal
leading dead astern whenever possible, but ifthe forces pull against the towing pin, which will be acting to
of the wind and/or current are pushing it off line, then bring the vessel back in line with the tow's lead. As the
the tug must be steered! at an angle to the tow to hold tow tension's lateral pull increases, so the pivot point
to its track. The tow tension consists of horizontal and moves closer to the towing pin near the stem and
vertical components, but it is the horizontal consequentJy the stern thrust and rudders' steering
component that most affects the manoeuvrability of ability decreases, so heading control is increasingly borne
the tug which must produce the ahead thrust to by the bow thrusters. Consequently, the power of the
overcome the tow's horizontal pull. Furthermore, if the bow thrusters limits tl1e angle at which the tug can be
tow leads to one side of dead astern, then the tug's steered off the line heading for any given tow tension,
thrusters must also counter the yawing moment and wind strength and wind direction.

The effect of the tow tension on a tug when it is leading to one side of dead astern

The effect
on the..t.ug
TH sin a

The tug's ahead thrust must counter the astern pull of the tow tension's horizontal component 7H'
whilst its force acting on the towing pin creates a yawing moment to starboard and a lateral force to
port. The tug's pivot point moves closer to the stern as tow tension rises.
The tow's astern pull 7H cos a' is roughly equal to the tug 's ahead thrust if it is towing a heavy load at
slow speed. The tow's lateral pull, 'TH sin a', increases by about 7.75% of its astern pull for each
degree increase in the lead angle 'a' for lead angles up to about 70 °.

At slow speeds where a ~ 10°, tow's lateral pull 'TH sin a ' ::::: 0 .0175 a x tug's ahead thrust

Manoeuvring a tug with a tow is dealt with more that the system has no input of the tow tension's
fully in Part 2 of this book, but ii is important to keep the horizontal pull or direction, so it will 'learn' to keep to
tug as close to the line as possible to avoid putting the tow the set heading by building up a large accumulated
lead too far from dead astern whilst altempting to move the error. Any change of heading command will
vessel back onw t11e line. immediately change the accumulated error by the same
Bridge officers controlling a tug must also be aware amount and so the system can rapidly ramp up the
of the risk of the vessel being capsized by the tow lateral thrusters at the bow and stern if the change of
tension when the tow leads off to one side of dead heading is large. Furthermore, the tug may overshoot
astern and excessive lateral thrust is applied at the the new target heading by a considerable amount before
vessel's stem against the row's lateral pull. Any heading it settles down, as shown by the diagrams on page 72. ll
alteration that moves a heavy tow lead furtl1er from is better to take full manual control of the thmsters whenever
dead astern must be made with caution and an a tug is handling a high tension tow in critical circumstances
understanding of whatever system is being used to in which automatic increases in the thrust at the stem can
control the tug. If, for example, the vessel is under lead to sudden rises in the tow's tension, particularly if the
joystick auto heading control, then it must be realised tow is leading to one side of dead astern.
DP control
" control automatically adjusts a vessel's thrusters to one or more of the following posmon monitoring
it over a target position at a set heading, provided equipment, or PME, at a rate of about once every
the DP receives regular inputs from the gyro and second.

A brief description of the types of position monitoring equipment (PME)

Nearby secured
installation platform

Key to PME types, showing symbols normally used on DP console screen (see page 79).

Tautwire r,
- ""eovy weight is set down onto the seabed on a wire held taut by a selftensioning winch on a davit. The
head detects changes in the initial up and down lead and these are transmitted to the DP computer
r;.;;. ;:
eh then calculates the changes in the ship's position from the initial depth input (effective up to about
· 60 metres water depth).

... Sonar beacon @ (number in circle indicates beacon frequen cy channel)

-~e relative position of a sonar beacon on the seabed is monitored by an acoustic tracking head extended
_:;.,, n through the ship's hull. The ship's movements are calculated from the changing ranges and bearings of
e ,1essel from the beacon (effective up to about 7500 metres of water but accuracy deteriorates considerably
_.-and about 500 metres depth).

3 Artemis ii
- snort range radar system in which the vessel's position is determined by the range and bearing measured
~een an antenna on the ship and a matching transmitter/receiver on a nearby fixed offshore platform
t:;Jective up to a range of about 5 nautical miles).

4 Syledis Y
--e vessel transmits a radio signal that triggers a response from matching transmitter/receiver units on
.s.. rrounding fixed positions, either offshore or on land. The ship's position is calculated from ranges measured
.r-cm these signals (effective up to a range ofabout 40 nautical miles).

5 Global positioning system (GPS) ~

-~e vessel receives a continual stream of positional signals from the network of CPS satellites (effective almost
!Jr/dwide, but coverage can vary with both time and location).
The approximate range limits of the systems above are only a general ,guide
76 Part? -THEORY

DP control (continued)
If the target position is set at some distance from the the mast or the sonar tracking head below the keel, so
vessel's position, the speed at which the ship is to move the data must be corrected for the ship's motion in
towards the target must be manually put into the DP so response to the waves. Consequently, it is essential that
that it can create a secondary target that moves towards the vessel is equipped with a heave, pitch and roll
the real target at the set speed. The target position itself motion sensor ( or VRU) that also sends data to the DP
need not be stationary, so the DP can be programmed to at the same rate as the PM E.
keep the ship at specified range and bearing from a The DP calculates the thrusts necessary to control the
sonar beacon fixed to a mobile remotely operated ship's position by applying the same three-term control
underwater vehicle (or ROV) without straining the equation shown on page 69 to the lateral and fore & aft
ROV's umbilical. However, although many modem position errors, as well as the heading error, so it will
AHTS vessels are equipped with DP, they are not usually work with inputs from the gyro, a PME and the pitch
provided with all the PME options shown on the and roll sensor. However, the DP software includes a
previous page, such as the sonar tracking equipment mathematical model of the lateral and fore & aft wind
that is essential for operating with an ROV. Some PMEs, forces acting on the ship due to winds from any
such as the Artemis short range radar or the Syled is radio direction relative to the ship's head, so il responds
system, can be easily installed when a tug is mobilised quicker to changes with less movement off station the
for a specific job, but GPS is the PME most likely to be wind sensor data is fed into the system. The exposed
used on most vessels for anchor handling operations. topside area depends on the ship's draft, so wind data
The raw navigation data from any PM E provides the should be augmented by manually inputting the draft
position of its sensor, be it a GPS aerial near the top of (see page 73).

The inputs for the three basic modes of control available on a DP consol
Inputs that improve the performance of the control modes

I
-- PME data
filtering

Manual inputs -- ---

Joystick, manual Joystick, auto heading Dynamic positioning
heading
The vessel is controlled
manually by the azimuth
and yaw controls
Q The system automatically
maintains a set heading.
The azimuth thrust is still
controlled manually
Q The system automatically
maintains the set heading
and speed to move the ship
towards the target

Thruster selection

+' C
41 -~ Target
"' 0
I-
·-
...bO...,
Ill speed
c.

Gyro input Pitch, heave & roll input

Essential inputs for the control modes to work at all

 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 77

DP control (continued)
The input data from the selected monitoring equipment continually varying in its reliability. The DP predicts
(i.e. gyro heading, position and wind force) is processed the lateral and fore & aft errors for each fix by
through the following steps: applying the ship's mathematical model to the thrust
demands made in response to the previous fix, which
1. Each new piece of position data is assessed for its is similar to a deduced reckoning, or DR, position.
reliability and is rejected either if it has changed from The DP then interpolates between the predicted and
the previous data beyond a certain limit PME position errors (ideally, two or more PME's
programmed into the process by the manufacturer, should be selected at any one time) using a process
or if it is exactly the same as the previous data. The known as the 'Kalman gains' to obtain the most
DP console screen warns of this by causing the probable or 'filtered' position errors to be used in the
appropriate selection button start to flash. lateral and fore & aft thrust demand equations
2. The DP control system relates to the ship's lateral and shown below. If the PME data seems to be erratic,
fore & aft axis, so the system must first use the gyro then the operator can increase the weighting of the
input to convert the true bearing of the position error predicted errors and so bias the fi ltered errors away
to a bearing relative to the vessel's head and then from the PME errors by manually 'relaxing the
convert this to lateral and fore & aft co-ordinates. Kalman gains'. Th is can be done by degree, but it
3. The raw lateral and fore & aft position error co- must be appreciated that the DP almost totally
ord inates are corrected for the offsets appropriate to ignores the PME data when the maximum degree of
the particular PME sensor so that the position error relaxed Kalman gains is selected, so this should not
relates to the designated control point. be done without careful consideration. The relaxed
4. PME position errors are affected by external factors, Kalman gains only apply to PM E data, not to the
such as how many satellites are available for a GPS fix wind or gyro inputs.
and their distribution in the sky, so the raw data is

The DP control equations for the yaw moment, lateral thrust and fore & aft thrust

Yaw moment 'M ' = Ah [d:th] + Bh[£ h] + Ch J h dt £ tonne- metres

Lateral thrust 'Fyy' = Ayy [ dd£tw ] + Bw[£w] + Cyyf £w dt tonnes

Fore & aft thrust 'Fxx' = Axx [d:; ] + Bxx[£xx] + CyyJ£xx dt tonnes

'Eh' = Heading error and '.4h: 'Bh' & 'Ch' = Yaw moment constants

'E yy' = Filtered lateral position error and '.4w: 'Byy' & 'Cyy' = Lateral thrust constants

'E xx' = Filtered fore & aft position error and '.4xx: 'Bxx' & 'Cxx' = Fore & aft thrust constants

5. The constants '/\, 'B' and 'C' can be manually 6. If the wind input is selected, then thrust and yaw
increased for each of the three control equations by moments derived from the control equations are
adjusting the 'gains' settings, though their relative added to those created by the wind speed and
values are determined by the DP manufacturer's direction data. The overall thrust demands are sent to
engineers during the installation trials and can.not be a process that determines the individual thruster
altered by the operators, who do not usually have the commands, whid1 must also comply with the
access code to the programmable software. However, priority protocol programmed into the DP (i.e. yaw
the operator can alter the total gain settings, which demands are given priority over .lateral thrust
should be decreased to reduce thruster activity when demands that have priority over fore & aft thrust
conditions are calm. demands).
78 Part 7 - THEORY

DP control (continued)
If the navigation input fails, then the 'A' and 'B' terms of but this is much rarer than PM E failures, which are
the lateral fore & aft control equations become zero. vulnerable to external factors.) Mode.I control is crude
The DP alarms and goes into 'model control', in which but surprisingly effective at limiting drift off station if
onJy the residual 'C' terms in the affected equations the ship was previously holding to the target position in
create thrust demands whilst the unaffected yaw steady conditions. It gives the operator time to select a
equation will continue to generate thrust demands as different PME or a different control mode, such as a
normal. {A gyro failure results in losing the position joystick mode, or manual control of the individual
commands as well because the frame of reference is lost, thrusters.

The basic DP control

Target
heading

..
Thrust demands
Gain
settings

Gain
settings

The TAL software

(Thruster allocation Thruster
logic to comply with selection
the priority protocol) Kalman filter
settings

Target
Individual position
thrusters

Pitch, heave &

roll sensor
Draft as ship's
displacement input

Position prediction
Programmed model of
thruster performance
Heading prediction

DP model control
The integral, or accumulated error, terms are updated continually to maintain the average thrusts
required to keep the ship on station and hold its heading. These thrusts continue to hold the ship
approximately in position at the target heading if the PM£ or gyro inputs fail in steady.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 79

The DP control console

The DP console, such as the example shown in the and then pressing the 'enter' button at which point
diagram below, is the master station for selecting all the the DP will create a window asking for the 'enter'
modes of control in a DP system. If DP control is button to be pressed again to confirm the com mand.
selected, then thruster selection and commands are (Some manufacturers have replaced the roller ball
made by moving the cursor with the roller ball over and curser with a touch screen method for selecting
the appropriate rectangle on the windows type display commands.)

A typical 'windows' type DP console display

STATION A ON LINE DP N0.1 THRUSTER OVERLOA

CHANGE POSmON 1REL MOTION I TRAIL ROVTIWL

CHANGE HEADING I
I
GIIID
X.Y. CORDS
I 8111"8 OUTUNE
I PME'S
WIND
!IEAFORCE
.----:;
THRUSTERS 0.1 SCALE 1 KM 10 100
1250T-M
SELECT AI.L 6T
1 I 1 6T
3 1 • 10T
5 I 6

PME SELECTION

~~ 4 3T

n M 5
2T2T
3T

ii y
@ @

command
button

Key
Screen commands & symbols I Vectors
D Input unavailable CJ Input failing I __. 0- 49% thrust
D Input available - Alarm I 50-69% thrust
D Input available & selected D Control settings I -+ + 70% thrust
® Target position Control point I -+ Overall thrust
--------------------' -+ Sea force

Most of the selections made bring up sub menus in additional small 'windows'
All commands made through the system require a confirmation to be entered
The above display shows the motion (in ship's head up, relative motion mode) and thrust vector pages
selected. All thrusters are selected and the no. 7 thruster is close to overload whilst one of the CPS
navigational inputs is about to fail.
80 Part 1 - THEORY
-
The DP control console (continued)
The DP's windows operating system allows commands The 'co,ztrol point' shown on the motion page of the
to be in putted in various ways, so position and heading console is the point that the DP uses as the centre of
changes can be made either in small pre-defined stages rotation (or COR) for yaw commands and the reference
(typically 1 metre/I and 10 metre/10° steps) or by
O
point for positioning the ship. There can be as many as
using the curser to move the target heading/position on four or five d ifferent options for the COR, such as
the screen or by typing in the new position/heading or amidships, the bow, the stern and the point(s) of any
by selecting the present posi.tion/heading. The console suspended piece of equipment (such as the diving bell
allows a number of options to be d isplayed on the on a dive support vessel), though rotating the ship
screen, so the 'motion' and 'vector' pages shown in the about any COR other than amidships results in a bodily
diagram on the previous page are just two of several lateral movement as well as pure yaw and so increases
options that can be selected (though they are often the the load on the thrusters (see page 68). This is especially
most useful to the operator). What information is so for CORs aft of amidships, as both the lateral thrust
d isplayed on each page can also be selected, though and yaw moment must mainly be provided by the bow
operators should be wary of being distracted by an thrusters, which are invariably less powerful than the
excess of data. main propellers and rudders.

The DP thruster con 1 uration I

As the DP control receives a new fix every second or so, the software must be programmed for a reduced
it produces thrust commands that are sent to the 'TAL' maximum main propulsion thrust. Thrust demands can
or Thrust Allocation Logic software, which is often require small but rapid reversals of direction that
programmed to allocate. thrust to individual thrusters in are best achieved by altering the balance between
a way that is suitable for the ship and complies with the opposing thrusters, so the system is programmed to
order of command priorities. The fixed element of the automatically set some of the thrusters in opposition to
Kalman filter should be programmed by the system each other in ways that depend on the thruster
designers to ensure that thrust commands do not arrangement. For example, the variable astern thrust of
exceed the ship's capability. AHTS vessels do not have the bow azimuth thruster shown in the following
sufficient generating capacity ro use all their thrusters al full diagram may be. set to oppose a constant ahead thrust
power at the same time (see page 14, 60 & 151-153), so from the less sensitive main propellers at low thrust
if DP is to control the ship with auxiliary thrusters demands.
capable of thrusting to their maximum capacity, then

An example of the DP thruster alignment for a twin screw, twin rudder vessel

6
1000 t-m
St
7 St 2
3
1 2 3 4 5
The underside of the vessel 7t
The main propellers (6 & 7) and forward azimuth thruster (3)
are set up in opposition. Zero fore & aft thrust is the result of 7t
4 .... 5t
a dynamic balance between these thrusters, so fine s-+ 5t
adjustments of the ahead or astern thrust are made by 2t 2t
altering the balance between them.
6
A typical thrust response to adjusting ►
the vessel's heading and position Vector page
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 81

DP performance for a vessel without a tow

Performance trials should be carried out with a control equations, but these must be tested and fine-
manufacturer's engineer onboard whenever a vessel is tuned if necessary to ensure that the DP control is
equipped with a DP control system for the first time. performing to the best of its capability. The following
The system's designers will have used the ship's data to diagrams illustrate some of the typical symptoms that
programme the parameters that are non-adjustable to can be cured by adjusting the control equation
an operator, such as the 'A', 'B' and 'C' constants in the constants.

Testing the DP control equations

The control equations can be generically expressed as follows:
A (rate of change of error) + B (error) + C (accumulated error) = Thrust demand

Vessel tracking ahead and Vessel tracking to port and

astern of the target position starboard of the target position

Motion page

Motion page

The constant 'A' is too low, relative The constant '/l: is too low, relative
to 'B' in the fo re & aft control to ' B' in the lateral control
equation. equation.

The trials should also test the effectiveness of the ship's particular situation, as it does not include any
wind input and the mathematical model of the wind cwTent that may be running or the net wave force, which
forces programmed into the DP. The mathematical varies considerably both in time and place for a
mode.! creates thrust demands in real time to oppose the particular wind speed. The PME inputs are necessary to
force acting on the ship for the relative wind strength ensure that the vessel does not gradually move off the
and direction input, so they should keep the vessel close target position, but position errors should be much
to the target position and heading as the wind strength reduced by the wind input. The best way to test this is to
and direction are radically changing. This is in contrast to put the vessel into DP control in moderate sea and wind
the DP control equations, which must 'learn' the thrust conditions with the wind input selected. A large
needed to counter such changes by trial and error (with heading change is put into the DP after the vessel has
the emphasis on the error) . Building up accumulated settled over the target on a steady heading and its
errors is how the control equations fust 'forget' the performance during the change of heading is noted. If
previous thrust bias and then 'learn' the bias the wind input is effective, then the ship will not move
appropriate to a new situation. However, if the wind far off station, as the thrust responds in real time to
input is included in the DP control, then the main thrust oppose the changing wind force as the ship's heading
commands sent to the ThL unit shouJd be created by the changes. The ship is the.n briefly taken out of DP control
mathematical model of the wind forces, but the model before repeating the same test without selecting the wind
is unlikely to totally replicate the forces created by the input to show its effect on the DP's performance.
82 Part 1 - THEORY

DP petformance for a vessel without a tow (continued)

The foIJowing diagrams show a ship's typical response in moderate wind and sea conditions to a large heading
change made in DP control without the wind input.

The drift-off position during a 45° heading change without a wind input
(The heading change was made to counter rising sea forces that were initially on the port beam.)
1 The yaw and lateral integrals show a port bias.
Key 2 The ship begins to lose position & heading so
• = Thrust at position '6 ' the yaw and lateral integrals start to grow to
= ~ = Control point track
port to oppose increasing sea forces.
3 The DP operator inputs a heading change to
+ = Control point at '6' port, so lateral thrust is lost to create the yaw
® = Target moment and the port position error increases.
4 The sea forces are increasingly directed on the
bow and less on the beam. The yaw and lateral
integral terms continue the thrust to port due to
2 the port bias, which decays with the increasing
starboard position and heading errors.
1 5 The yaw and lateral integrals and the fore & aft
.,,

:~
position error are sufficient to check the swing
4 and the move away from the target after the
ship has overshot the set heading.
See also page 72 6 The ship is moving back on position at the set
force
heading.

Fore & aft position error & integral

e position error is measured
wards the target

The integral and position error curves are not to the same scale.
The apparent environmental force as shown on the motion page.
(The display is shown in true motion before and after the 45° heading change.)

CD ©
< " ~ I
,,.
4t
12 t
12 t

The DP without the wind input 'assumes' the sea force is the opposite of its position bias, so it initially
tracks round with the heading due to the bias in port thrust and the ship moves off to port and astern as
the bow comes further into the actual sea force. However, as starboard and ahead position errors
accumulate, so the thrust bias gradually adapts to oppose the changing sea force direction and move the
ship back on target, though it must overshoot to reduce the ahead bias.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 83

DP performance for a vessel without a tow (continued)

The previous page shows how far a ship in DP control errors to create the thrust bias appropriate to the new
without a wind input is likely to move off station if a large heading. The sea force vector without a wind input is not
heading change is made because on its initial set much use to an operator who can look at the sea, but it
heading the ship is struggling against a rising sea that is does indicate how DP control works.
well off the bow and so creating a lateral force and yaw Many DP operators have found themselves in
moment that is overloading the bow thrust. The large situations such as that shown on the previous page with
integral error terms in the lateral and yaw control the ship moving way off position with alarms sounding
equations for the ship at its initial heading are 'unleamt' an9 black smoke belching from the funnels. The urge to
by accumulating errors in the opposite directions, do something is overwhelming but, tempting tl1ough it
which is similar to the ship in joystick auto heading may seem, the 'present position' command must not be
control (see pages 71-72). Consequently, the vessel selected. This initially reduces the thrust demands as the
must overshoot its new set heading and move off the position error immediately goes to zero, but all
target position in order to build up the error integrals subsequent position errors will be measured from
needed to hoM station on the new heading. However, where the vessel was when 'present position' was
full DP control is complicated by the fact that position selected, so the ship must move even further from its
error inputs relate to the ship's lateral and fore & aft target position for the DP to wipe out its old
axis, so they alter with the heading change as well as with accumulated errors and build up one appropriate to the
the ship's bodily movement. The ship will thrust itself new heading. Selecting the wind input will not wipe out
further off target whilst the o ld integral position error the control equations' old accumulative error terms
terms are being unlearnt at the same time the heading is either, but its contribution to the tllrust demands will
changing, which creates thrust commands that appear be to counter the force and yawing moment due to tile
bizarre to the operator but are the DP's logical response wind for the ship's position and heading at the instant
to the limited inputs it is receiving. of each wind data input, so it may increase the time
Unlike the operator, the DP cannot see out of the taken for the ship to regain its target position.
window and see the change in the d irection of the seas, The situation is only resolved by wiping out the
so it has no notion of what is creating the forces. The DP accumulated errors, which can be done by going out of
shows the sea force as a vector equal and opposite to the DP and taking control by either manually operating the
vector sum of th e thrusts created by the control thrusters individually or through the joystick manual
equations' lateral and fore & aft position integral terms. heading control. Alternatively, a DP may have a fast
Consequently, the sea force vector includes the wind force learn' option that temporarily amplifies the 'x' and 'y'
as well as the current and wave forces if there is no wind input. position errors as they are added to the integral terms,
It will initially track around with the heading change and so it greatly decreases the time taken to re-write the
only gradually alter to show the true wind and sea force accumulative errors and consequently reduces the
as the control equations, integral terms acquire sufficient distance that the ship moves off target.

An example of a fast learn ' command

(To be used if the environmental force, relative to the ship's head, changes rapidly)

ox ot & oy lit

Position
Position ♦ Integrals
errors
control - l: ox ot & l: oy ot
l>x& bt

Velocity
control The fast learn increases the update rate of the 'x'
and 'y' integral terms by temporarily amplifying the
'x' and 'y' errors by a multiplier that decreases with
time.
84 Part 7 - THEORY

DP performance for a vessel without a tow (continued)

The 'fast learn' option should be selected as soon as the when the wind and seas rose to produce a significant
changing of heading command is made. Note that the force on the vessel) and the same headmg change is
'fast learn' only applies to position errors: it does not made, then the ship should settle on the new heading
apply to the headjng inputs, so the ship must still with less heading overshoot, deviation from the target
overshoot the target heading. lf there were a heading position and erratic thruster activity. The wind input
'fast learn' option, then it would have to be selected after should reduce the initial length of the sea force vector's
the ship had overshot its target heading, wruch would whUst both its length and direction should change
be sometime after the position 'fast learn' should have more rapidly during the heading change, as the
been selected. accumulated error terms in the lateral and fore & aft
ff the wind input had been selected from when the control equations should be sma1ler so they should
ship was put into DP control (or at least from the time update faster.

Putting a vessel into the DP control mode

A ship must always be stopped in the water and clear of consistently within the limits of the prevai ling
any obstacles when put into DP control because the DP conditions, which could mean holding position to
will start with zero thrust commands, regardless of any wiiliin a metre without any noticeable yaw in calm
thrust the operator may have manually applied to keep weather. However, the vessel will move and swing
the ship in position over the ground. This is because the around more than this if tl1ere is a significant sea
DP control equations initially have no inputs so their running because ilie thrusters will almost certainly not
outputs at the instant of selecting DP control will be be sufficiently powerful, nor be able to act fast enough,
zero. The DP must 'learn' how to counter the to completely counter the peak wave forces. Trus must
environmental forces by acquiring position and be borne in mind when decirung on the distance off the
heading errors. This process can be greatly speeded up unit that the ship can safely hold station. This is really
with considerably less ship movements in any sea states no different to control Ung ilie ship by any other means,
higher tl1an light airs if the wind input is selected. The but it emphasises the point that DP can only make the
wind input is often de-selected in light airs because it ship do what it is physically capable of doing. The
tends to fail, as the anemometer is often too insensitive operator must remain vigilant to changes in the
to consistently record very low wind strengths. The wind prevailing conditions so that he can plan any heading
force on the ship is insignificant in such circumstances adjustment wit11 care and he must also be aware that the
and tl1e DP will work without the wind input, but it is wind input can be adversely affected by disturbances,
highly advisable to re-select the wind input as soon as the sucl1 as the offshore unit's crane moving when it is dose
wind starts to rise. If the vessel has two wind sensors, to the wind sensor, as this may create inappropriate
then tl1e DP operator must ensure that the windward thrust demands. The operator must always be prepared
sensor is selected to avoid corruption of the data due to to put me tug into manual control if there is sudden
local eddies created by the ship's superstructure and erratic thruster activity and move the vessel dear of the
rising flue gases from ilie funnels. unit whenever necessary.
, DP control is most frequently used on ru1 AHTS If a srup is to be moved in or control, ilien the DP
vessel to hold station when servicing an offshore unit, will effectively 'sense' hull resistance as a current to be
so it is important that the vessel is stopped and pul int:o DP opposed. The thrust required to move the tug sideways
control at a distance of about 100 metres from tlw unit and will be very much greater than an ahead or astern move
given at least 20 minutes to allow time and space for the DP at the same speed. However, ahead or astern
to se/1/e down. It is better to select at least two movements t11rough the water significantly reduces the
independent PME inputs, such as t11e Artemis short- lateral thrusters' efferuveness due to the Coanda effect
range radar in conjunction with the GPS before closing (see pages 15-16), so controlling the heading with bow
in on the installation. The tug must only be slowly thrusters becomes more d ifficult at speeds faster than
moved by OP control into its position close by the unit about 1.5 knots.
when it is holding its target position and heading
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 85

DP performance for a vessel with a tow

The DP 'senses' a tow's horizontal tension simply as can be under considerable load. DP control is only
part of the force it must overcome, so the integral terms suitable for slow speeds when the tow tension is usually
of the DP's control equations must build up sufficient high and so is probably the dominant force on the tug.
fore & aft position errors to demand the thrust needed Changes of heading to oppose lateral forces and yawing
to keep up with the target that is set to move at the moments created by the wind, sea or current, will have
speed for a tow leading dead astern. However, the DP the following effects:
wi11 be programmed for a reduced main propeller thrust,
1. The balance between the fore & aft and late.rat forces
as power supply priority must be given to the auxiliary
thrusters used to control the vessel's heading and lateral of the wind and tow acting on the tug alters.
position (see pages 14, 60 & 80). Tow tension is more 2. The control equations' frame of reference (i.e. the
fore & aft and atbwartships axis) also alters.
problematic for the DP when the tow leads significantly
to one side of dead astern, as its horizontal component Both of these effects can make the DP control unstable
has a lateral component that acts to pull the vessel if frequent significant heading changes lead to sudden
sideways and swing its head round to bring the tow and seemingly erratic changes in the thrust and loss of
back to leading dead astern (see page 74). TfDP control control over the ship. This can cause the tow tension to
we.re to be used during an anchoring handling tow, then dangerously rise and/or lead further to one side of right
the speed must be less than about 1.5 knots through the astern (see chapter 4 ). This book does not recommend DP
water and the stern should be selected as the centre of control for anchor handling lows, as it can suddenly increase
rotation. This means that the DP will use lateral stem the thrnst against the tow (see pages 72 & 82} when it is
thrust to move the ship sideways whilst controlling the leading t.o one side of right astern and so risk capsizing the
head ing with the bow thrusters, which consequently tug.

How the DP might control an anchor mooring tow with the wind off the bow
(Not recommended)

The tow tension's lateral pull acts against the wind's

lateral force with the wind force being slightly stronger in this example.

Countering the tow and wind forces with the thrusters)

~----- Stern
------- ·
thrust
Set track
+ Control point &
centre of rotation
set at the stern
Bow
thrust Thruster's effects on the tug @ Moving target

Depending on the tow tension, wind strength and wind direction, the DP may keep the tug on track by
using the stern thrusters to counter the combined force of the wind and tow tension whilst the bow
thrust holds the tug's head against the wind yawing moment, but there is a risk of the DP suddenly
increasing the lateral thrust against the tow and so heeling the tug over to a dangerous
degree.
86 Part 1 - THEORY

DP performance for a vessel with a tow (continued)

AHTS vessels' tow tension sensors tend to be unreliable The DP is a dumb machine with no imagination and
( see page 64) and do not resolve the tension into its little knowledge, yet it appears to do very clever things,
component forces, so the DP has ,w i11put Lo the tow's whereas we hu mans are clever beings who have
tension's horizontal pull to transmit the necessary thrust considerable imagination, yet nevertheless are capable
commands to counter the changes in this force when of very dumb actions when we do not fully understand
the tow lead aJters with the heading, in the same way what we are doing. This is just as true for manoeuvring
that a wind input produces thrust commands in the tug by manually operating the individual thruster
response to the wind force changing with the heading. and rudder controls as it would be if we used the DP.
The DP must 'learn' the effects of changes in the tow's Howe,,er, it is a mistake to believe that there is no need
lead by building up position errors in the integral terms to understand a situation when we use DP because we
of the lateral and fore & aft control equations, whilst the believe it will automatically sort out any problem that
reference frame of the equations has also changed with arises. We must understand how the DP is working as
the heading change that altered the tow's lead. This is well as how the tug is affected by external fo rces acting
very likely to destabilise the DP (see pages 82-83) if upon it.
frequent or significant heading changes are made.

When to use automated control

Automated control (e.g. the joystick control modes and advantage is that they may control a vessel better than a
DP) is useful if it achieves one or more of the fol lowing: manual operator, but this depends on the situation that
the ship is in. An of£ice.r experienced in using the
1. It relieves the crew of a routine task so that they are
individual thruster and helm controls will set up most
available for other work, although this must be set
of them to meet the average thrust and yaw demanded
against the onboard skills and man hours required to
by the particular situation the tug is in, so he need only
maintain the automated system.
adjust one or two controls to keep the vessel on track at
2. The cost of the system and its maintenance is less
the required speed and heading. Combining all of the
than the cost of the man hours saved.
individual controls into the joystick with manual yaw
3. It increases the range of conditions that the vessel can
control probably does make it easier for an operator to
operate under by doing the task better than a manual
operator. direct thrust and control the heading. Operating the
ship in joystick auto head ing control would appear to
The ship's basic autopilot uses a two-term control be even easier, as the operator only needs to adjust the
equation based on heading errors and rate of change of azimuth thrust control to move the tug in any direction
the errors. It is a good example of very effective whilst maintaining the set heading.
shipboard automation, as it is easily monitored by the However, although both joystick control modes can
officer on watch and is cheap whilst being simple to make the operator's task easier, some flexibility is lost,
maintain, so it frees up 24 man hours for every day tl1at such as the option of using the rudders in tandem or
it is in use. Furthermore, although it does not steer splitting them, as the way the joystick uses the thrusters
better than a good, alert helmsman who is to comply with joystick settings is programmed into the
concentrating
1 on the job, it does not get distracted or system. Furthermore, the basic limitations of the rug's
bored so it tends to perform better over time by making capabilities still remain, namely:
smaller helm actions and consequently it improves the
1. The relative power available to the auxiliary thrusters
vessel's fuel economy on passage. The only caveat to
and the main p ropulsion is determined by whichever
using the autopilot all the time is that there is a small
risk of the crew losing the skills of manual steering power management option is selected (see pages 14
& 60). It may be that the joystick can only be used
altogether, so that nobody onboard is capable of
when maximum electrical power is selected,
helming if the autopilot fails. This is especially so for
especially if the joystick control is a component of a
some modern full-bodied hull designs that have a
DP system (see page 80). This would considerably
relatively large beam for their length or are operated
reduce the maximum thrust available from the main
with a slight head trim. These ships are what is known
propellers.
as directionally unstable (they tend to 'trip over their
bow'), which means that any yaw will develop into a 2. There can always be a conflict between the yaw
full rate of turn if it is not quickly checked, so they must moment required to hold a set heading and any
be steered by frequent but small helm actions, which is lateral thrust demands (see pages 68- 70). The way in
very wearing on a be.lmsman. which the joystick responds to a command is
Both joystick and DP control demand constant determined by how its software has been
attention, so neither free up the operator to take on programmed by the manufacturer's engineers, rather
other duties. Furthermore, the two systems are relatively than the operator, who has really only made a
expensive and requhe quite a high level of on board skill request for the joystick to do something, but has no
to operate and maintain, so their only possible control as to how it does it.
 Chapter 3 - Controlling an AHTS vessel's thrusters and rudders 87

When to use automated control (continued)

Joystick control is suitable for manoeuvring a tug platform. DP control could also probably work quite
without a tow at slow speeds, but anchor handling at well when running out deep water moorings at slow
slow speeds usually means that the tug is working with a speed, provided that the tow is kept leading dose to dead
high tow tension so the above problems are most likely astern. However, these are the circumstances which a
to arise. The joystick's inflexibility in how the thrusters competent AHTS bridge officer should find quite easy to
are used may unduly limit the tug's capabilities. deal with whilst also providing him with practical
Furthermore, the joystick auto heading control of the experience. Using the DP for difficult operations in
steering may become unstable if frequent significant which the tug must be steered off line heading is not
heading changes are made (see pages 72 & 74). recommended because the risk to the rug's safety is too
DP control on dive support vessels is highly high if the control becomes w1stable.
advantageous, as it removes a previous need for four- DP adjusts a ship's position by altering the balance
point anchor moorings, which were very time between thrusters that it sets up in opposition to each
consuming to deploy and recover. The DP is also very other (see page 80), so fuel consumption is high in DP
good for controlling a ship working with an ROV, which control. Officers need to practice with the DP, but it
is sometimes carried out by AHTS vessels. However, the should not be used just to keep a tug standing by in the
most common use of DP control on AHTS vessels is general vicinity of a job when precise station keeping is
probably for prolonged dose station keeping on a set not required, as the excessive fuel consumption will
heading when the tug is supplying an offshore reduce the tug's endurance.

Control and anchor handling at speeds in excess of3 to 4 knots

Any method of control that relies on lateral thrusters as main propellers' ahead thrusts. It is especially important
well as main propulsion to maintain the tug's heading that the bridge officer keeps the rudders dose co
whilst it moves along a prescribed track becomes amidships when a tug is being towed astern at speed
increasingly less effective as speed through the water whilst recovering anchor moorings. The tug should be
increases, due to the Coanda effect (see pages 15-16). steered almost entirely by adjusting the balance between
Consequently, any Al-ITS vessel engaged in a surface tow the main propellers' ahead thrusts, which are also acting
or handling a light wire anchor mooring and moving as a brake on the tug's speed. A significant rudder angle
faster than about 3 knots should be steered mainly by in this situation is likely to swing the tug broad on to
its rudders. However, the pivot point will move towards the tow and so risk being capsized. Actually, it should
the stern as the ship's head moves out of alignment with not be necessary to steer the vessel in these
the tow's lead and the tow tension's lateral pul l against circumstances, as the tow's tension will automatically
the towing pin increases, so steering control must be tend to keep the tug's stem aligned with the platform or
augmented by altering the balance between the two pipe laying barge that is ' reeling it in' with the moorings.
 The effect of a tovv on
AHTS vessel stability

C.-C.nts A tug must have adequate

stability to withstand a tow
::rief note on stability 90 leading downwards from the
.i...,ges in buoyancy distribution with an AHTS vessel's angle of heel 93 stern quarter.
(courtesy of URS nv)
-;-;,e effect of stern freeboard on an AHTS vessel's stability 96
- m um stability requirements for offshore supply vessels 98
--.e effect of the tow on a tug's stability 99
- anchor handler's loaded condition with a tow leading dead astern 101
- heeling effect on a tug girted by its tow 102
t:..1g-·s range of positive stability when the tow leads off the stern
:Ja.rte r 104
NMD minimum stability criteria for anchor handling 105
:::Z.Culating the tow tension components from the catenary data 106
=~-ermining the maximum acceptable tow lead angle 108
--e tow winch 110
--e e mergency quick release system 113
-u.suring the tow wire tension and payout length at the winch 115
ne tensiometers 117
-easuring anchor chain tension and payout length at the gypsy 119
-esnng the calibration of a tension monitoring system 120
--e important points regarding AHTS vessel stability 122
90 Part 1 - THEORY

A brief note on stability

A ship will float the right way up as it rolls and pitches vessel to the upright. As the hull is heeled over by an
in a seaway providing that the vessel's weight external force, so the centre of buoyancy (i.e. the
distribution (which remains more o r less fixed) geometric centre of the changing underwater hull
interacts with the changes in buoyancy distribution in shape) must move laterally to the low side of the centre
such a way as to create a righting moment to return the of gravity.

The basic principle of transverse stability (or transverse stability in a 'nutshell')

A stable vessel heeled over to an angle of heel '8' by an external force
Buoyancy

~ M

~ - -- G
0

Waterline
I

Weight
As the hull heels from the upright to the small angle of heel '0', so the centre of buoyancy swings about
the metacentre 'M' from 'BO' to '80' which is on the low side of the centre of gravity 'G'. The forces of
buoyancy and weight now act out of vertical alignment and produce a righting moment to force the hull
back to the upright when the external force is removed. The true horizontal separation between the
forces of weight and buoyancy is known as 'GZ' and the righting moment is given by:

Righting Moment = 'GZ' x The ship's displacement tonne-metres

Movements of the centre of buoyancy for given upright mean drafts, trim and angles of heel depend
solely on the shape of the vessel's hull and so it is determined by the ship's designers analysing the
hullform data as it is rotated through incremental increases in the angle of heel over the operating
range of the ship's designed loaded conditions. Th is is normally achieved by analysing the change in the
shape of the waterplane area for each of the selected conditions as the hu ll is heeled from the upright
to 90°. The position of the centre of buoyancy is not the most convenient information to use in stability
calculations, as it moves vertically as well as horizontally as the angle of heel changes, so buoyancy's
line of action is usually given by its horizontal distance from the centre of the keel, which is known as
the 'KN' value. The designers provide the ship with tables of 'KN' values for the selected typical loaded
conditions that can then be used to calcu late the 'GZ' value for any given height ' KG' of the centre of
gravity above the keel for 'G' on the centreline.

Righting Lever 'GZ' = KN - KG sin 0 metres

The 'Cl' curve with the centre of gravity 'C' on the centreline

A ship's stability for a given loaded draft, trim

and 'KG' is defined by a graph of 'GZ' against
the angle of heel to starboard or port from the
upright to the angle of heel where positive
-......
I ll
QI

QI
stability is lost, as shown by the adjacent curve. E
..... Stability is
N positive when
The 'GZ' curve is based on the ship being
heeled over in still water.
"'+
0
GZ is positive

0 Angle of heel '8'

I~ Range of positive stability ___,.
 Chapter 4 - The effect of a tow on AHTS vessel stability 91

Deep sea towage and salvage tug

Smit London. A very large traditional type ofdeep sea
tug. The heavily rounded stern above the water is
reflected below the water by a deep, full after body
which gives the vessel considerable buoyancy and
enables it to work safely stern to in even very heavy
seas. The propellers are quite close to the stern and in
fact slightly extend outboard of the hull at the stern.
Note that although the working deck has a quite low
free board, this only comprises about halfthe vessel
length and the rest ofthe vessel is built up with this
much higherfreeboard carried all the way to the bows.

~odern large anchor handling tug supply vessel

....;r;,. Elisha. The vessel is somewhat longer than Smit
~idon but of similar horsepower. Note the typical
.,;~open stern and a working deck comprising nearly
:r.hirds of the vessel length. Below the water at the
~., the vessel hull form is deeply cut away to
cxommodate the propulsion and steering gear and
-m,t the vessel to work with wires and chains
..=a,ng under and forward of the stern without risking
,;:...,age to rudders and propellers.
~ ·otographs by Michael Hancox)
92 Part 7 - THEORY

Modern North American style

anchor handling tug with attached
specification and plan.
Kelly Candies represents on example of
North American practice in offshore tug
design. The vessel is unusual in that it
hos three main propellers, one central
shaft driven unit and twin outboardfully
ozimuthing units. The owner is most
active in the Gulf of Mexico and the
vessel represents a type well-suited to his
local market and activities. The
impressive funnel casings are more an
aspect ofthe owner's preference rather
than ofpractical use. The vessel hos
proved very capable and efficient.
(courtesy of Otto Candies)

M/V KELLY CANDIES

REGISTRATION
Official No.: 1099759
Port of: New Orleans, LA
Builder: Bender Shipbuilding & Repair Co.
Year: 2000
Gross ITC: 1020
Net ITC: 306
DESCRIPTION
Length: 147'-11"
Beam: 50'-4 "
Depth: 21 '
Bollard Pull (0 Speed): 130 Short tons
Maximum Speed: 1 2 KTS
DRAFT:
Light 12'-1"
Maximum 16'-0"
CLASSIFICATION:
ABS +Al Towing Vessel; +AMS
USCG Subchapter C (Uninspected)
SOLAS Certified

CAPACITIES
Total Fuel Oil: 218,300 Gallons
Lube Oil: 6 ,248 Gallons
MACHINERY
Centre Main Engine:
(Fixed Pitch Prop) (1 ) EMD 20-710-G7B 5000 HP@ 900 RPM
Outboard Main Engines:
(Z Drives) (2) EMD 16-645-E6 2100 HP@900 RPM
Z Drive Units: (2) KAM EWA AQUAMASTER 2011
Diesel Generator Set: (2) Detroit Diesel 8V- 71 N 17 5 KW @ 1800 RPM
Emergency Generator: Detroit Diesel 4- 71 N 45 KW @ 1800 RPM
Anchor Handling Winch: (1) SMATCO Model 86- DARW- 250 Double Drum Reverse
Waterfall 412,000 Lb Baredrum Line Pull
ELECTRONICS
Integrated Control System
Portable Ing Control Units
Electronic Chart Display System
Digital GPS
Gyrocompass ....
Auto Pilot

SPECIAL FEATURES
SMATCO 20,000 lbs. Line Pull Hydraulic Tuggers
SMATCO 18' x 16' 250 ton Stern Roller
SMATCO Model 24 x 14 Pop Up Towing Pins, 24" Tall x 1 4" Diameter
SMATCO Model 300T Shark Jaw 36" grasp area, wire chain capable
Open Stern with 50' x 42' decked anchor handling areai w ith cargo
containing rails
c..~_,- - -- --
 Chapter 4 - The effect of a tow on AHTS vessel stability 93

Changes in buoyancy distribution with an AHTS vessel's angle of heel

.e shift in a ship's centre of buoyancy as it heels extends all tl1e way to the stern, but tl1e afterbody has
~nds on its hull shape, which consequently is as a sharp knuckle, or dune, where the vertical hull
.., "ficant as weight distribution in determining the plating abruptly turns into a shallow bottom with
~e1·s stability. The typical hull characteristics of 'rise of floor' above me propellers and rudders and
hor handling and supply vessels are as follows: then steeply curves towards the keel to form a vertical
skeg between the propellers.
I -\ high, short fo'c'sle and a long, low aft deck with no
heer. The following diagrams show me changes in an AHTS
, waterline length to beam ratio of 4:1, whid1 is vessel's immersed hull as it is heeled over from an
"Wer man a more conventional hull. upright even keel draft with the stern waterline about
tie maximum beam of the fully-loaded waterplane half way between me deck and me dune.

The change of buoyancy distribution with increasing angle of heel

1. Angles of heel less than deck immersion at a fixed trim of even keel

,- - -
___ , = Upright buoyancy ,.__...,! = Buoyancy at 81 angle of heel

Excess buoyancy Buoyancy/metre length

IT
UprightW/L

◊
at the stern
The hull is at even
keel when upright
I I
I ~ -- I
I I I W/L
J __ ___ L _______ L_ -K
I I \ ; \
Transverse sections rotated 87 about the waterplane centreline
1)-• = Excess buoyancy = Upright waterline \
\ I \
I

The change in the waterplane area

m Yl

Ill Yl
• = Upright waterplane, ~ = Waterplane at 81 heel, X1X1 = Rolling axis at 81
C. lo = The upright waterplane centreline, Y1Y1 = Trimming axis at 81 , ID = Amidships

-..,e full waterplane beam extends to the stern when the vessel is upright, so the t rimming axis is
a. s gnificant distance aft of amidships. Excess buoyancy is created at the forward end of the hull
.:.: small angles of heel, so t here wi ll be a small decrease in the d raft and the hull wi ll t rim slight ly
s:ern down. The rolling axis moves towards the low side of the waterplane.
94 Part 1 - THEORY

Changes in buoyancy distribution with an AHTS vessel's angle of heel (continued)

If the hull contin ues to heel, then buoyancy is lost from to the low side of the centreline decreases with deck
the aft deck along most of its length as the aft deck edge edge immersion, which reduces the waterline beam so,
is immersed, which increases the trimming moment by although the rise of the centre of bouyancy continues to
the stem. The net loss of buoyancy increases the mean increase the 'GZ' at angles of heel beyond the angle of
draft but, more significantly, the waterplane width aft of deck edge immersion, it does so at an ever-decreasing
amidships is considerably decreased. The righting lever, rate.
'GZ', increases with both the transverse shift and the rise The next step is to examine how the buoyancy
of the cen tre of buoyancy that occur as the hull heels. distribµtion and waterplane area changes with the hull
However, the transverse shift of the centre of buoyancy trimming freely at '62' angle of heel.

The change of buoyancy distribution with increasing angle of heel

2. Angles of heel less beyond than deck immersion at a fixed trim of even keel

,-- - - Upright buoyancy

___ 1 - _ __.! = Buoyancy at 01 angle of heel

Buoyancy/ metre length

Excess buoyanc Excess buoyancy

i ◊ -0
I~~- I Buoyancy deficiency I

W/L--4.-~
/ j ----~------~J--- . lL\
Transverse sections rotated 82 about the waterplane centreline
KW/L

I I •• I I

◊- = Excess buoyancy, --· = Upright waterline, -0-• = Buoyancy' deficiency

I \ I I \
\ I I \

-- ~ ~ I

The change in the waterpla.n e area

Y2 Y1

I\ I

1 i1 , I 1 ,

. . :.-.·.1: .- .·.- -ii ··.- f.- ··.~:.- .·. -.-.-.•-i .-.·.-:.-.-:. . :: ~ Lo

I ij j I I I

Y2 Y1
1 = Upright waterplane, C=:J = Waterplane at 02 heel, X2X2 = Rolling axis at 82
C/ Lo = The upright waterplane centreline, Y1Y1 & Y2Y2 = Trimming axes at 01 & 02

The loss of waterplane width reduces the range of positive stability and maximum 'GZ', whi lst the
buoyancy loss in the hull's afterbody creates a stern t rimming moment and increases the mean
draft. The rolling axis moves back towards the centreline, but t he trimming axis moves forward.
 Chapter 4 - The effect ofa tow on AHTS vessel stability 95

Changes in buoyancy distribution with an AHTS vessel's angle of heel (continued)

... free floating hull heeled over by an external force A foced trim bull is a hypothetical concept that is
pts a n angle of heel, mean draft and trim at which sometimes used to simplify hullform analysis that is
.;ghting moment equals the external heeling inappropriate for anchor handling tugs. A free floating
:ncmem, buoyancy equals the vessel's weight and the bull will simultaneously adjust its angle of heel and
trimming moment is zero, as shown in the trim in response to an external heeling moment, which
,·ing d iagrams. is known as the 'free trim effect'.

The change of buoyancy distribution with increasing angle of heel

3. Angles of heel Jess beyond than deck immersion at a fixed trim of even keel
,- - -
___ 1 = Upright buoyancy ....__ _.! = Buoyancy at 02* angle of heel

82 * is the angle of heel illustrated on the previous page corrected for free trim
Buoyancy/metre length
Excess buoyancy
.:..------,------

I
I
0
Buoyancy deficiency
I
: I
I
I
I W/L
I I
--J---- T - - - - --L-------- -,- --~ K
/ I I I \
Transverse sections rotated 02* about the waterplane centreline
{r • = Excess buoyancy - - · = Upright waterline ,O. • = Buoyancy deficiency
I I I
I

The change in the waterplane area

Y2 Y1

Y2 Y1
• = Upright waterplane [=:J = Waterplane at 02* heel X2X2 = Rolling axis at 02*
U lo = The upright waterplane centreline Y1Y1 & Y2Y2 = Trimming axes at 01 & 02*

71e hull fixed at even keel will react to the stern trimming moment if it is allowed to float freely.
7iis creates a slight excess of buoyancy at the stern that limits the extent of the final stern trim for
:.,is particular upright draft at the stern. The reduced waterplane area is similar to the fixed trim
case shown on the previous page, except that now waterplane width is further reduced at the
stern but increased by the same amount forward of the break of the fo'c'sle. The shift in the
centre of buoyancy at a given draft increases with the sum of the waterplane widths cubed, so the
GZ' value for the freely-trimmed hull will be greater than that for the fixed trim hull. The free trim
angle of heel '82*' is consequently less than fixed trim heel angle '82'.
96 Part 1 - THEORY

The ect of stern reeboard on an AHTS vessel's stability

The diagrams on the previous pages show the immersion. The following diagrams show the import-
significance of the changes in buoyancy and waterplane ance of maintaining an adequate aft freeboard to avoid
width in the after body of an anchor handling il:ug's hull an external heeling moment creating an excessive stern
in determining the trimming moment that will be down trimming moment.
created as the vessel is heeled over beyond aft deck edge

The aft draft effect's on buoyancy at the stern as the free trimming hull is heeled
1 The waterline is close to deck level at the stern

Deck immersion occurs at a very small angle of heel and creates a buoyancy deficiency at the stern
that increases rapidly with heel angle, which creates a considerable stern down trimming moment.

2 The waterline is midway between the deck level and the chine at the stern

Deck immersion occurs at a moderate angle of heel. A slight excess of buoyancy is created at the
stern as the hull heels beyond the angle of deck immersion.

3 The waterline is close to the chine at the stern

Deck immersion is at a relatively large angle of heel and creates excess buoyancy at the stern that
increases with heel angle, which will create a bow down trimming moment .

--0,. • = Excess buoyancy --- = Upright waterline ,O • =Buoyancy deficiency

The ship's stability is sensitive to trim so 1t 1s ship hulls. lt may also be necessary to re-iterate the 'KN'
important that 'GZ' curves are based on the 'KN' values calculation for each selected angle of heel to ensure that
for a freely floating hull. This requires analysing the it is based on the ship trimming to an angle that brings
submerged hullform for both the longitudinal and the the centres of buoyancy and gravity into vertical
transverse shift in the centre of buoyancy over smaller alignment (the trimming moments can be regarded as
incremental increases in angle of heel than may be independent of the ship's 'KC' because the longitudinal 'KM'
usually carried out for more conventional merchant is so great).
 Chapter 4 - The effect of a tow on AHTS vessel stability 97

Oesign features ofAHTS type vessel

• ·?"' view of a new build AHTS being prepared for launching. The main design features of the underwater part ofthe vessel at the
!:!T" ore clearly visible.Note how the stern underwater body is greatly 'cut away' in order to accommodate the large Kort nozzles and
_xers. The skeg is quite brood and contains tunnel side thrusters. Note also the heavy horizontal cross bars between the skeg and the
~-. nozzles. This structure stiffens the nozzles but also provides a limit to howfar a wire or chain leading from the stern roller forward
~erneath the vessel can ride up.
.a::.rresy Rimorhciatori Riuniti)
98 Part 1 - THEORY

Minimum stability requirements for offshore supply vessels

The IMO recognise the significance of free trim on hulls engaged primarily in the transport of stores, materials and
like those of anchor handling tugs and issue the equipment to offshore installations and designed with the
following minimum stability criteria for offshore accommodation and bridge erections in the vessel's fo1ward
supply vessels of up to 100 metres in length in part and an exposed cargo deck in the after part for the
paragraph 2.4.5 of the Lntact Stability, or 'IS', Code of handling of cargo at sea.
2008. The Code defines offshore supply vessels as ships

/MO criteria of intact stability for offshore supply vessels up to 100 metres in length
These ships are usually very stiff at small heel angles but have a relatively small range of stability.

8f = angle of 1 radian
------ GMO -------------
GZ (m} flooding _..., .. .....-··:
.....-•· I
......... .....-· I

Stability is compromised
byflooding at angles of
heel beyond fJf

0 10° 20° fJx0 30° 40° 50° 57.3° 60° heel

1. The angle of heel '8x' at the maximum 'GZ', must not be less than 15°.
2. The area 'A' under the curve from 0° to '8x' must not be less than 0.055 + 0.001 (30° -8x 0 )
metre-radians where (30 - ex) is taken to be zero if '8x' is greater than 30°.
3. The area 'B' under the curve from '0x' (or 30°, if ex> 30°) to '8f' (or 40°, if 8f > 40°) must
not be less than 0.030 metre-radians.
4 . If '8x' is less than 30°, then the 'GZ' value at 30° must not be less than 0.2 metres but, if
'8x' is equal to or greater than 30°, then the maximum 'GZ' value must not be less than 0.2
metres.
5. The minimum upright 'GM' value must not be less than 0.15 metres.
6 . The stern free board must not be less than 0.5% of the vessel's length.

The maximum 'GZ' of an offshore supply vessel is 3. Deck cargo should preferably be unloaded before
allowed to occur at a much smaller angle of heel than discharging internal hull cargo tanks.
normal, providing that the positive dynamic stability up
4. The aft deck must be kept weathertight, so all
to this angle of heel (i.e. area 'A' under the 'GZ' curve) is
essential openings, sud, as funnel intakes, must not
greater than for a cargo ship. This requires a large
be in located on the aft deck, as it is vulnerable to
upright 'GM' than in combination with the large
flooding due to the free trim effect.
maximum beam that extends to the stern. The IMO JS
Code also makes following demands: It should be appreciated that these stability criteria are
minimum requirements that cover a wide range of
1. Deck cargo 'KG' values used in stability calculations
vessels and, as such, they may be insufficient for any
must be realistic estimates of actual heights of the
one individual vessel. Although most anchor handling
stows' centres of gravity and not simply the deck
tugs are built to also work as supply vessels, the extra
height.
dangers involved in towing operations are not
2. Allowance must be made for the weight of water considered by the above JMO stability requirements
that can be trapped within any deck stow. Deck and in particular, the minimum required stern freeboard,
cargoes of pipe sections are particularly likely to in my opinion, is woefully inadequate for vessels engaged
trap water. in anchor handling.
 Chapter 4 - The effect of a tow on AHTS vessel stability 99

The effect of the tow on a tug's stability

tugs are small vessels with very high engine power of it capsizing. However, there are some very important
r their size and a small length to beam ratio that is differences between a conventional harbour tug being
t\...,ically less than 4 to 1. The short length makes a tug girted and girting an anchor handing tug, which are
nT.· manoeuvrable and capable of being turned around illustrated in the diagrams below.
confined spaces whilst the large beam for the tug's Girting presents a greater risk of capsize to an anchor
~gth increases its stability but also provides sufficient handler than it does to a conventional harbolllf tug and
Mace in the hull for the powerful engines. One danger this danger is further increased by the free trim effect
c 'Timon to al l tugs is known as 'girting' (sometimes due to the and1or handler's long low aft deck without
spelt as 'girding') in which the tug is swung beam onto stem ·sheer and a relatively short high fo'c'sle. The first
the t0wline by an excessively high tow tension. In step in determining the effect of the tow tension on the
""'ing incidents, the tow takes control of the tug rather anchor handler's range of positive stability is to
an the other way around with the result that the tug calculate its loaded condition with the tow leading dead
~ be towed sideways, during which there is a danger astern.

Comparing how the towing force acts on a harbour tug to on an anchor handler
A conventional harbour tug An anchor handling tug

The tow acts upwards on the ' The tow acts downwards on the tug's stern
amidships region of the tug

'THL'
R
R

The tow tension's lateral component, 'THL', forms a capsizing couple with the stern thrust 'R' that
resists the sideways movement of both the anchor handler and the harbour tug.
...he tow tension's vertical component, TV', creates a stern down trimming moment on the anchor
handling tug whereas it has no significant trimming effect on the conventional harbour tug.

An upward component of tension T is equivalent to discharging a weight

from the point at which the tension acts, so it creates a righting moment
if it acts on a point on the low side of the tug. The towline of a
conventional tug passes through a lead on either a radial arm or track,
which allows the tension to act on the low side and so limits the tow's
heeling moment.
The downward component of the tow tension acts on the anchor handler
in the opposite way and so increases the heeling moment when the tow
leads to one side of right astern.
100 Part 7 - THEORY

Hull features
-
A typical modern anchor handling vessel in drydock looking forward from the stern below the stern roller. The deeply cut ai,,a
is obvious as is the distance the propellers and rudders are positioned well forward of the stern. Note how the full depth of hw
achieved until the hull fills out forward of the propulsion units. The vessel has the typical spade rudder and shrouded propel e,
nozzles). The propellers are of the controllable pitch type.
(courtesy Rimorchiatori Riuniti)

Hui/features
A close up view of the stern ofa large modern anchor handling tug. The stern roller and whalebacks provide a smooth pat},~·
boarding seas to inundate the whole deck. Note how the stern under the roller cuts awayforwards giving minimal immersed
the aft body of the vesselfills out forward of the propulsion units (see top photograph on page 97).
(courtesy Rimorhiatori Riunitl)
 Chapter 4 - The effect ofa tow on AHTS vessel stability 101

An anchor handler's loaded condition with a tow leading dead astern

An and1or handler's mean draft, trim and upright 'GM' any other weight to the stern of the vessel. However,
will all mange with Lhe tow's tension acting on the there is also a small stern trimming moment due to the
vessel's stern. Most of this is due to the tow tension's tow te nsion's horizontal component ( often referred to
vertical component, which is the weight of the tow as the bollard pull) forming a couple with the ahead
supported by the tug, so its effect on the mean draft, thrust from the tug's main propellers.
trim and 'GM' is calculated the same way as for adding

Calculating an anchor handler's loaded condition with the tow leading dead astern
The 'tonnes per centimetre change of draft', or 'TPC' and the tonne-metres per centimetre change of
trim, or 'MCTC: over the range of the ship's operating mean drafts are given in the hydrostatic data.
Calculating the change in mean draft and 'KG'
'M ' = Tug's free running displacement with no tow tonnes
'Tv' = The tow tension's vertical pull tonnes
'do' = Tug's free running mean draft metres
'Bh' = Height of stern roller's top above 'Go' metres
'Tv'
Towing mean draft 'd1 ' = 'do' + TPC@ do metres
100
Alternatively, the draft 'd1' will be given by the tug's hydrostatic data as
the mean draft for a displacement of '6.T' + 'TV' tonnes
Bh x 'Tv'
Towing KG1 = KGo + 'AT' + 'Tv' metres
AT Adding the tow weight '7V' shifts the tug's centre of gravity from
I 'Co' to 'C1 '

Calculating the change in trim

'TH' = Tow tension's horizontal pull tonnes
'C of F' = position of the centre offloatation@ the towing mean draft 'd1 '
'S' = Distance from the centre of the stern roller to the 'C of F' metres
'LCF' = Distance from the aft perpendicular to the 'C of F' metres
'h' = Height of stern roller's top above the main propeller bosses metres

The vessel trims about the C of F

A.P.
~ LCF@d1 ►I
I 'S'
'TH' = 'T' sin ~

I
.__ _ _ Fore & aft thrust = - 'TH'

'TV' = 'T' cos ~ 'T'

Trimming moment due to the tow = ('Tv' x 'S') + ('TH' x ' h ' ) tonne-metres
('Tv' X 'S ') + ('TH' X 'h')
So, change of trim due to the tow = metres
100TPC@do
The immersed hullform and consequently the height of the metacentre above the keel 'KM' is very sensitive to
the trim, so the 'KM' value taken from the ship's hydrostatic data and used to calculate the towing 'CM'
should be appropriate for the trim in the towing condition.
Towing GM = KM@ 'dl' and the towing trim - KG1 metres
102 Part 7 - THEORY

The heeling effect on a tug girted by its tow

Et is a good practice of seamanship to keep a vessel as upright anchor handling tug shifts laterally, then its
dose as possible to upright whilst at sea, so that its centre of gravity moves off the centreline in the
range of positive stability is the same whether it rolls to direction of the shift and so the tug develops a list.
port or starboard. If the tow weigh t of. an initially

The list caused by the lateral shift of 'C' as the tow weight moves outboard
The tug is upright with its centre of gravity on the centreline at 'C1' when the weight of a vertical
hanging towline acts at 'wo' on the centreline ofthe stern roller but if the tow moves ,outboard to 'Tv2;
then 'C' shifts laterally in the same direction to 'C2' so the tug develops an angle of list '0L'.
'G1G2' can be determined for angles of list less than about 5° and can be estimated as follows:
fi.T + TV = Ship's displaced weight (including the tow weight), - (ti.T + TV) = Buoyancy
~ y 1~
I ,
,I ,
r, I
-, (fi.T +

Weight and buoyancy

continue to act vertically
with respect to gravity
as the tug heels over.

ti.T + TV
\ fi.T + TV
y X TV
The lateral shift G1G2 of G = L\T + Tv m

'C' and 'B' are in vertically aligned at the angle of fist

Heeling lever 'X' = G1G2 cos 0L*
& Righting lever GZ == GM sin 8L (for small angles of list)
So GM sin 0L ::: G1G2 cos 0L
sin 0L ::: G1G2
Hence
cos 0L GM

So the angle of list efor small angles of heel is given by:-

Tan 0L ::: GiG 2
GM

* The heeling lever 'X' is proportional to cosine 0, so it reduces with increasing angle of heel.
Stbd levers Stbd levers

450-@- x- -
Angle of list
A = -B tI - B = G1G2 cos 8L
Port levers Port levers
= Upright 'GZ' curve - - = Heeling lever due to 'TV' - = Resultant 'GZ' curve
 Chapter 4 - The effect of a tow on AHTS vessel stability 103

- e heeling effect on a tug girted by its tow (continued)

heeling effect of the tow's weight acting off the 'G1G2 cos 8' onto the tug's 'GZ' curve for the tow on the
. ine is shown by superimposing the heeling lever centreline leading dead astern .

The tug's 'GZ' curve with the tow weight on the stern roller's outboard edge
The tug is upright when the tow weight acts on the centreline of the stern roller
Levers to port G1G2 = Transverse offset of 'G' from the centreline
GZ & GoG1 cos 8
0f = Angle The tug 's stability
of flooding is compromised by
flooding at heel
angles beyond 0J
GMo
Reduced area of
positive stability
G1G2

Area of lost positive stability

0
0 10° 20° 30° 40° 50° 60° 70° 8
f.----Range of positive stability-.J Port heel

towline is unlikely to remain to one side of the tow leading off the stem quarter. The tug's lateral thrust
~ ro ller's centreline to its outboard edge unless the combines with the tow tension's lateral component to
~s stern propulsion is thrusting against the pull of a create a heeling moment.

The heeling effect of laterally thrusting against the tow

(The vertical components of the tow tension are omitted from the diagrams for the sake of clarity)

TL

Lateral thrust rotates

with the angle of heel.
TL = The lateral component of the tow's horizontal pull, -TL = The tug's lateral thrust
~T + Tv = The tug's displacement (inc;luding the weight of the tow) in tonnes
TL = Horizontal pull x the sine of the lead angle ' a '
- - - - - - r - - - - - - - - - - - --TL

TL
hTL
Heeling moment = h TL tonnes-metres, so the equivalent heeling lever = '1L + Tv metres
The heeling lever is proportional to the lead angle 'a' but is constant at all angles of heel.
104 Part 1 - THEORY

A tug's range of positive stability when the tow leads offthe stern quarter
A girted anchor handling tug will be subjected to the 1. The weight of catenary supported by the tug (i.e. the
heeling moments due to both the weight of the tow (i.e. tow tension's vertical component).
the tow tension's vertical component) acting on the 2. The horizontal (or bollard) pull on the catenary for a
outboard edge of the stem roller and the couple created given range from the rig.
by thrusting against the lateral pull on the tow. The heel
Alternatively, the tug may be supplied with the tow's
angle can be predicted for any stage of a towing
tension and lead angle 'W to the vertical for the critical
operation if the tug's master is provided with the
stages in the operation, so trigonometry can be used to
following information:
resolve the tow tension into its vertical and horizontal
components (1V and T!-1' respectively).

The heeling effects of a tow on an anchor handler when the lead is off the stern quarter
The tug's free running mean draft, trim and 'KC' (i.e. its condition prior to taking up the tow) must be
corrected for the effects of the tow's tension (see page 101 ).

Changes in a tug's condition

Increase in
caused by the tow's tension

Tow tension's horizontal pull 'TH'

Tow tension 'T'

Tow tension's vertical component 'Tv'

'TH' sin a

Tow
tension 'T'
Horizontal pull 'TH' I 'Tv'

'h' and 'y' are the height of the top ofthe roller above the propeller boss and its distance outboard of the
centreline respectively. 'o.' is the lead angle of the tow to the tug 's fore & aft Iine.

'GZ' curve corrected for the above changes in 'KG', mean draft and trim whilst towing

h'TH' sin a + y 'TV' cos 0

Total heeling lever = AT + 'Tv' metres

GZ
(m) The tug's stability
Reduced area of is compromised by
positive stability flooding at heel
angles beyond 0J

h 'TH' sin a
AT+ 'Tv'
y 'Tv' cos 0
AT+ 'TV'

0 10° ~ 5° 20° 25° 30° 35° 40° 50° Heel angle 0

I~ Range of positive stability -.i
 Chapter 4 - The effect of a tow on AHTS vessel stability 105

The NMD minimum stability criteria for anchor handling

"'"1te Noiwegian Maritime Directive (NMD) issued ations made by the inquiry into the capsize and loss of
-ninimum stability criteria for Norwegfan flag tugs the Norwegian AHTS vessel Bourbon Dolphin (see
mgaged in anchor handling based on recommend- chapter 5).

The Norwegian Maritime Directive stability criteria for anchor handling vessels
(As given in NMD Circular RSV 04-2008 issued in July 2008)

Anchor handling must stop when a tug is exposed to a tow tension that will heel the vessel beyond
whichever of the following limits is the least angle of heel.
1. The angle of heel for half the maximum 'GZ' value or
2. The angle of heel at which the aft deck is flooded by the free trim effect or
3. 15°

The maximum heeling lever must be appl ied to a 'GZ' curve corrected for t he changes in the tug's
mean draft, t rim and 'GM', caused by the tow's tension (see page 1 01 ). This is implied in the guidance
although it is not specifically stated.
Changes in a tug's condition due
Increase in to the tow eight on the stern

Tow tension's vertical component 'TV' Tow tension 'T'

Horizontal pull 'TH'

'h' & 'y' are the height of the top of the stern roller's outboard edge above the centre boss of the lowest
stern thruster and its distance from the centreline respectively. The angles 'a' and 'W are the tow's lead
1 angles measured at the stern from dead astern and from the vertical, respectively. (The English
language version of the NMD directive refers to angle 'a' as the Jeather angle'.)
'GZ' curve corrected for the above changes in 'KG', mean draft and trim whilst towing

GZ
(m) ♦- Maximum GZ---:.:::---i--

GZ for 15° angle of heel 14 - - - - - - --f

GZ for aft deck flooding 1+ - - - - ---if

I
Half maximum GZ ~ - - - --,,-1--t---- Maximum permitted heeling lever
I
. ' - h'TH' sin a + y 'TV' cos e
Heeling lever - Displacement AT + 'TV'

O 5° 10° 15° 20° 25° heel angle e

• = Acceptable range for the heel angle caused by the tow tension
'- = Unacceptable heel angles caused by the tow tension
106 Part 1 - THEORY

The NMD minimum stability criteria for anchor handling (continued)

The precise status of the NMD minimum stability any, ships have the equipment to directly measure the
criteria shown on the previous page is not. dear at the tow tension's vertical and horizontal components. This
time of writing this book They were initially to be a is not an irresolvable problem, but it must be accepted
statutory requirement. for all Norwegian flag vessels, but that, for the present, the tow tension's components for
this seems to have since been rescinded by the the various stages of an and1or handling operation
Norwegian government due to complaints that the must be determined by the catenary calculations carried
regulation would penalise Norwegian vessels in the out at the planning stage of the operation. If the lengths
international market. Nevertheless, the criteria provide and weights of the various parts of the catenary are
good guidance for anchor handling vessels, except that know·n, then the tow tension's horizontal and vertical
complying with them poses the problem of how to components can be calculated from the distance
determine the tow tension's horizontal and vertical between the tug and the offshore unit (i.e. the catenary's
components. Most AHTS vessels are equipped with a span). Even this method has its problems, as measuring
sensor system to measure the tow's total tension the length of any payout from the tug's end of the
(though this often tends to be unreliable for reasons catenary is not as simple as it may seem.
that are explained in the following pages) but few, if

Calculating the tow tension components from the catenary data

A catenary is the curved shape taken up by a length of catenary to be approximated to a hyperbolic cosine
suspended wire, chain or rope when it is freely curve, which can then be described by equations that are
suspended between the points at the ends of its length relatively simple to mathematicians but beyond most
and acted on onJy by gravity. The ends can be hung from ships' officers understanding (including myself).
points at different heights and, if the wire, chain or rope Mooring catenaries have the further complication of
is totally flexible and inelastic (i.e. it does not stretch being made up from lengths of wire and/or d1ain with
under its own weight), then the curve takes the shape of differing weights per metre and with the point load of
a hyperbolic cosine curve. Actual wires, ropes and chains the and1or located somewhere between the tug and the
are not totally inelastic, otherwise they would break offshore unit. Nevertheless, all catenaries share certain
under their own weight, but the amount of stretch in a basic properties that are useful for ships' officers
mooring chain or wire is usually small enough for the involved in anchor handling operations to know.

Some basic characteristics of a typical mooring catenary

Span
Tug
'

z (max)

A to B = Work wire paid out from the tug, B to D = Mooring wire paid out from the rig
'B' = The anchor, 'C' = The lowest point of the catenary, 'z' = catenary depth

1. The tension's horizontal pull is the same at any point along the catenary.
2. Increasing the tension's horizontal pull increases the catenary span and reduces its
maximum depth 'z (max)' at 'C'.
3. The tension's vertical component at the tug equals the weight of the work wire + the
weight of the anchor + the weight of mooring wire between 'B' and 'C'.
4. The tension's vertical component at the rig equals the weight of the mooring wire
between 'C' and 'D'.
 Chapter 4 - The effect of a tow on AHTS vessel stability 107

Calculating the tow tension components from the catenary data (continued)
-.1g move planners use sophisticated computer software and anchor shown in the following diagram. However,
determine the tensions at the rig and the anchor such plans do not always present the data in the most
'Llndling vessel for different stages of the operation, convenient way for masters to calculate the stability of
!>llch as the recovery of the deep water chain moorings their vessels during the operation.

An example of a rig move plan at the stage of recovering a deepwater anchor

Depth (m)

50x83 mm
work wire

Connection

•
300
12 tonne
anchor
SOO
900x 84 mm 914x 76 mm
mooring chain mooring chain
700
722 m

900 Catenary paid Catenary paid

out from the rig out from the tug

1106 - ,~ - - - - - - . . . . . - - - - - - - - - - - - - - - - - - -

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Range (m)

Submerged loads Payout

Anchor 12.0 tonnes Rig chain (84 mm) 900m

Tension @ stern roller 172.7 tonnes Ground chain (76 mm) 914 m
Tension @ fairlead 163.6 tonnes Work wire (84 mm) S0m
AHV bollard pull 116.6 tonnes

The tug master must use data given in the above table to calculate the tow tension's vertical component
acting on the tug's stern as follows:

H(rig) TH(tug) = 116.6 t

The tensions' horizontal components

will be the same at the rig and the tug

Tcrig) =~ 63.6t
T(tug) = 172.7t TVctug)
/

The tension's vertical component at the tug TV(tug)' can be determined by using Pythagoras' theory as
follows:
'TV(tug)' = J T(tug)2 - TH(tug)2 = J172.7 2 - 116.6 2 = 127.4 tonnes
108 Part 7 - THEORY

Determining the maximum acceptable tow lead angle

Before starting an and10r handling operation, maximum acceptable lead, or feather, angle 'a' for each
particularly in deep water, a tugmaster should make up stage of the operation by taking the following steps:
a table from the values of the tow tension, T, the
bollard pull, 'TH', and weight, ..N, of the tow, using the 1. Calculate the tug's mean draft, trim and 'GM' for the
catenary data provided for each stage of the operation. tow leading dead astern from the horizontal and
The data shown on the previous page will be based on vertical components of the tow tension in:
flat, calm conditions with the tow leading dead astern, conjunction with the TPC', 'MCTC' and 'KM' values
so it suggests a precision that is unlikely to exist in the given in the vessel's hydrostatic data (see page 101 ).
actual operation. It would be prudent to add at least 2. Construct a 'GZ' curve for the tow leading dead!
10% to all the tension values and then round them up astern and decide the maximum acceptable angle of
to the nearest 10 tonnes to a llow for the effects of the heel, preferably by using the 'NMD' maximum
tug's motion caused by wave action in seaway, whilst acceptable heeling lever criteria (see page 105).
also making the nu mbers easer to deal with. The 'TH' 3. Calculate the maximum acceptable lead angle off the
and '1V values can then be used to estimate the tow's stern quarter as follows:

Calculating the maximum tow lead angle that complies with the NMD criteria

GZ
- Maximum GZ - ---:..;:::,,--...1 GZ cuive with the tow
(m) leading dead astern
GZ for 15° angle of heel •• - - - ----.r
GZ for aft deck flooding •- - - - - --
Half maximum GZ .,.----~-+--+-----' Maximum permitted heeling lever
I
= h'TH' sin a + y 'Tv' cos e
I

Displacement AT + 'Tv'

O 5° 10° 15° 20° 25° heel angle 0

In this example, the maximum acceptable angle of heel of 12° creates a heeling lever equal to halfthe
righting lever 'CZ'for the tow on the centreline leading dead astern.
h'TH' sin a + y 'TV' cos 12°
So, GZ(maximum) = 2 x Displacement AT + 'TV' metres

GZ(ma.ximum) x (AT + TV)

Hence, h'TH' sin a = - y 'TV' cos 12° tonnes-metres
2

. l d I , , . _[ GZ(ma.ximum) x (dT + Tv) 'TV' ]

So, t he maximum ea ang e a = sin 1 2 x h x 'TH' - y cos 120

'h' & 'y' are the height of the stern roller's top outboard edge above the
main propellers' bosses and its distance off the centreline respectively.

'TH'
. -r
t-\
, . ,....--1-J
..

Horizontal pull 'TH' Tow weight 'Tv'

 Chapter 4 - The effect of a tow on AHTS vessel stability 109

Determining the maximum acceptable tow lead angle (continued)

~.arrying out the proceduie explained in the previous the tow lead angle as well as the tow tension's
t\, o pages for each stage of an anchor handling horizontal and vertical components, so that the
~ tion is quite a time consuming affair, but it would programme could create the 'GZ' curve with the tow
relatively easy to include the calculations in the heeling lever superimposed over it, which would at least
!'!ware used in the stability computer. The height of allow the tugmasters to assess the heeling effect on their
-e stern roller's top outboard edge above the main vessels' stability.
'Opellers' bosses and its distance from the centreline Determining the lead angle during a tow is usually
• e constant for any given vessel, so all that is needed is done by taking the difference between the bearing of the
1c facility to input the tow tension's horizontal and offshore unit and the reciprocal of the vessel's heading.
,rn.ical components and for the criteria used to decide However, if the tug is towing a heavy chain mooring in
e maximum acceptable angle of heel to be deep water with the wind and waves dose to the beam,
orporated into the programme. This last requirement then the tug on the surface will be more affected by the
..., have to wait for the IMO or some other waves and surface drift than the mooring, most of
emational body to agree on what the criteria should which is at depths in excess of 100 metres.
as software providers may be reluctant to modify Consequently, the catenary will be bowed slightly to
rir programmes until such an agreement is reached. windward, which increases the tow lead angle, as shown
1\t alternative solution would be to provide an input for in the diagram below.

The difference between the apparent and true tow lead angles
-1. tug towing a heavy deepwater chain mooring in winds close to the beam is likely to be more affected
by the surface drift than the chain, which may be over 100 metres below the sea. If the tug is being
steered upwind of its track, then determining the lead angle from the bearing to the rig and tug's
heading will underestimate the true tow lead angle, as shown below.

Chain mooring ~ Wind

Bearing to the rig ----- - - - -~ ~~~~·

~ ~ ~ ~ ~ _ ~

-·-

'exa' = Apparent tow lead based on the bearing to the rig 'at' = True tow lead angle

There is no easy way of measuring the tow lead angle but it would be wise to add about 20% to any lead angle
the stem quarter, otl1er than from the bearing to the determined by this metl1od in situations sud1 as shown
·•shore unit and the reciprocal of the ship's beading, in the diagram above.
110 Part 1 - THEORY

The tow winch

The diagram below shows the main features of a typical tow winch with chain-driven spooling gear.

An example of a basic tow winch with mechanical spooling gear

1 Brake bands, 2 Spooling gear sliding lead, 3 Spooling gear diamond shaft, 4 Slide bar,
S Chain gear for rotating the diamond shaft, 6 Winch axle, 7 Spade guide in the diamond shaft's "
groove, 8 Reduction spur gearing driving the winch drum, 9 Hydraulic clutch, 10 Winch base plare
11 Brake hydraulics, 12 Winch seat, 13 Winch vertical axis electric motor turning the lay shaft by c
reduction worm gear and wheel, 14 Lay shaft.
 Chapter 4 - The effect of a tow on AHTS vessel stability 111

r.rich arrangements
- ~ rwo photographs show typical winch arrangements on modern large AHTS Class vessels .

~essel has two side-by-side work drums and a tow drum mounted above and between the work drums. ft also has tow auxiliary
_,..s mounted above the work drums. The work drums apply their load to one side ofthe vessel centre via the guide pins which are
off-centre to port and starboard at the stern. If the load on the work wire is angled further off the centre line of the vessel at the
~ chen a considerable listing lever might be experienced.
- e tow drum load is led via a centre line fixed gog lead. The upper level auxiliary drums are not usually employed when high loads
expected and in fact they should not be used for such purposes.

'J
--~•~a.·•,nr/.1/
1) l,_l ,r,:\
\
I
,
, /,,.
__..
•J
~-.!• .
..,.

-~ s vessel has double side·by·side work drums and a centre line tow drum. The large high level drum is designed to handle synthetic
- ooring hawsers, but in these operations the expected loads are not very large.
Operational personnel should be aware ofthe effect ofthe point ofaction that any particular winch drum will apply when
~s,dering the vessel's stability. The height ofthe drum from the keel and the distance the drum is offset from the centre line will
7uence the effect that the load on that drum will have on the vessel's stability. (photographs by Michael Hancox)
112 Part 7 - THEORY

The tow winch (continued)

'Spooling' or 'fieeting' ai wire onto a winch is the process chain shattering with an almost explosive force, so the
by which the wire stows tightly and neatly across the chain cover is important for protecting anyone nearby
whole width of the drum to ensure that drum holding from being hit by fast moving fragments of chain. Most
capacity is used fully and that turns do not bury modem vessels are fitted with electronically-controlled
themselves in the underlying wraps already on the spooling gear that dispenses with the chain d rive,
drum. These 'riding turns' can suffer crushing damage diamond shaft and guide. These are replaced by step
and may snag during a subsequent payout, so good electric motors driving a belt that moves tl1e lead along
spooling is necessary for care of the wire and safely the slide bars in steps of one wire diameter each time
operating a tow winch, as well as ensuring that the wire the ·winch drum makes a complete revolution. The
will fit on the drum. motor direction can be reversed by sensors detecting
The mechanical spooling gear's lead is moved along every time that the lead reaches an end of the bars.
the slide bars by the spade-shaped guide following the Whichever spooling gear is fitted, it can only be set
helical groove as the diamond shaft is rotated by the up for a specific wire diameter and width of drum, and
chain drive from the winch axle. The guide is free to so it must be changed or re-programmed if the wire is
rotate in the horizontal plane so it can follow the replaced by a different one. Spooling gear should be
groove around the ends of the diamond shaft and move d1ecked out even if the wire is replaced by a new wire of
in the opposite direction at the end of each fleet. The the same diameter because a small difference between
chain gear ratio and the diamond shaft pitch are such the lead's step movements and the wire's diameter will
that the lead moves o ne wire diameter for each turn have adverse effects on the stow that accumulate as
of the drum. more wire is spooled onto the drum.
The spade guide in a chain-driven spooling gear must The spooling gear must also be sufficiently robust to
be wide enough to bridge the cross-overs and so stay be capable of moving tl1e sliding lead against the wire's
following the correct groove whilst not being too wide resistance to being diverted, albeit through very small
to follow the groove round at the ends of each fleet. If angles, onto the drum. The force on the sliding lead and
the guide jams for any reason, then the force against it its supporting stn1Cture can be considerable, as the
builds up until something breaks, which can be the following diagram shows.

Estimating the maximum lateral force on the spooling gear

Maximum lead angle onto the drum

Winch Tow pins

I
L
►1

The above diagram represents a typical medium sized AHTS vessel, 'L' "" 28 m & 'w' = 1.8 m

So, the maximum lead angle onto the drum == tan-1 ~-: == 1 .8 °

So, the maximum lateral force on the spooling lead for a tension of 100 t is as follows:-
The maximum force on the spooling lead == 100 tan 1.8 == 3 t / 100 t of tension
 Chapter 4 - The effect of a tow on AHTS vessel stability 113

Tre tow winch (continued)

_ following diagram shows how the storage capacity of a winch drum can be estimaLed.

Estimating the capacity of a typical tow winch for a medium sized AHTS vessel
LOA 64 m, Beam 16 m, Draft 5 m, Bollard pull 86 t , Maximum brake holding capacity 250 t

Tow winch drum dimensions for storing 56 mm diameter wire, breaking load = 200 t

-:::-====>
t- _J_ ,'i __, , ,,
,
.. ' 0.084m

i
~ -

Assumed
packing in
.
2.3m

i_
I
2.lfm:o.9m\,
== =-- t_---
, \

I
'\ \
I
I
Barrel diameter
must exceed the
wire's minimum
bending radius
of 15 x 56mm

the stow
- he minimum flange clearance beyond the uppermost wrap of wire should be at least 56 mm all round,
so the maximum diameter of the uppermost wrap is given by:
Maximum diameter of the outermost wrap = 2.3 - (2 x 0.056) = 2. 188 metres
Assuming that the wire stows vertical on top of the turns beneath, rather than filling the 'valleys'
between the turns to increase the margin of error in estimating the drum's capacity, then:
.
Maximum number of wraps = 2188
2
x
- 900
56
rounded down to the whole number = 11
So, the diameter of a full stow of wire 1 = 0 .9 + (11 x 0.112) = 2.132 metres
So, the outermost turn circumference 2 = (2. 132 - 0 .056) n = 6.52 metres
2.1322 - 0.9 2 10002
Maximum tow wire storage capacity1 = 1.8 n x X 562 = 1684 metres
4
1
The stowage volume of the wire is between the first wrap's inside diameter and the outermost wrap's
outside diameter, but 2 the payout length/turn is the circumference at the wire's centre.
The winch should be able to hold 1500 m of 56 mm wire with 70 full wraps of between 3 7 and 32
rums each and an eleventh incomplete outermost wrap.

The emeri ency quick release system

•. winches are fitted with a quick release sysLem that release the brake anyway after a few seconds, even if the
n be operaLed from the aft bridge Lo release 80% of clutch is still engaged, in which case the motor is
~e brake force and allow the winch to pay ouL in cases driven by the wire running ou t, so some serious
emergency. If the motor is clutched in at the time of damage ca11 be expected. The process can take several
m.-ating the release, then the system is designed to seconds when the clutch is engaged and the tow's force
.:>p the motor, apply the brake and then try to on the tug is not fully removed until either the catenary
,engage the clutch before releasing the brake. lands on the seabed or all the wire has run out dear
,wever, this is not always possible and the system will over the stern.
114 Part 1 - THEORY

Tow and work winch arrangements

This close up view shows a vessel with two side-by-side work drums, a centreline tow drum, mounted above and forward of the work
drums and two powered pennant reels above the work drums.

Anchor handling aids

This AHTS has double sets of Karmoy shark jaws and guide pins. The shark jaws line up with the inboard ends ofthe work winch
drums. The pins and jaws are offset from the vessel centreline and therefore when a towline or work wire is under load and the
outboard lead of the wire is offset towards the adjacent quarter, the vessel will experience a listing lever. A few AHTS Class vessels have
been built with three sets ofjaws and guide pins which, in many operations, give greatflexibility when working more than two drums
of a multi-drum winch system and permits a work or tow wire to be restrained on the vessel centreline which is the ideal location when
heavy loads are imposed on the jaws or guide pins.
Note the distance between the outboard pins, in this case about 2.Sm. It is extremely important to understand that allowing
unrestrained movement ofa towlinelwork wire under load between the outboard pins could lead to imposing sudden listing forces on
the vessel as the wire moves from one side to the other.
Note that these guide pins are fitted with 'top hats' and, when raised and closed, this provides a useful safety feature preventing the
wire 'iumping' out of the pins. This design also usually enables the pins to be operated raised but open.
(photographs by Michael Hancox)
 Chapter 4 - The effect ofa tow on AHTS vessel stability 11 S

A •,-inch drum turns at a constant rpm if there is no rpm. This is true whether the winch is picking up tow
net torque acting on it and the distribution of its mass wire or paying it out, though the motor becomes a
e. its moment of inertia) are constant, so tow generator when paying out and the current is a
u:nsion can be derived by measuring the electric measure of the braking torque it applies to the drum
O'Otor 's current to determine its torque from the to keep the rpm constant. Hydraulic winches
otor's characteristics and balancing this against the determine the motor torque by measuring hydraulic
ire's torque when the drum is turning at a constant pressure and or flow rate.

Measuring the tension at the winch when the tow is being picked up at a constant rpm

Sensor counting
drum revolutions

\'n ,.,.___ Layers, or wraps,

of tow wire turns

----~!,-;,--- Centre of
drum axle

Hydraulic brake
pressure off

The motor torque transmitted to the winch drum through the geared drive is equal and opposite to that
of the tension when the winch is turning at a constant rpm and so:
The motor torque 'Q' at constant rpm = Tow tension 'T' x r2 tonne-metres

Hence, the tow tension 'T' at constant drum rpm = ~ tonnes

The torque 'Q' is given by the motor's current and its petformance data whilst the radius 'r2' is either
given by the payout length based on the revolutions measured from zero payout and the wire's stowage
data, or by the number of wraps paid out, as sensed by detecting each reversal of the spooling gear as it
tracks along the diamond shaft.

Bridge officers control the winch speed by setting its and consequently the speed of the winch (i.e. its rpm)
rpm, although they are mainly concerned with the must be slowed down to keep pick up rate constant (the
.inear pick up or pay out rate, whjch is displayed on the winch speed must be progressively increased during a
aft bridge, as this must match the tug's speed when pay out for the same reason). Most tow winches have a
picking up or running out a mooring. As the number of continuously variable speed control to assist in this and
,naps on the winch increases during a pick up, so the bridge officers must familiarise themselves with the
ength of wire picked up per drum revolution increases winch control systems on their own vessels.
116 Part 1 - THEORY

Measuring tow wire tension and payout length at the winch (continued)
Jf the tension measured by the system on the previous between the underlying turns as it stows on the drum,
page is calibrated from zero payout, then the number of but the errors should be relatively small (see page 113).
wraps remaining on the drum can be determined by the Tension and payout displays at the aft bridge station are
length of payout, as measured by counting the drum produced by feeding the electrical digitised signals from
revolutions from the drum being full. However, this is the motor ammeter and drum revolution sensor into a
very dependent on the wire spooling on the drum in computer programmed for the motor, drum and wire
exactly the same way ead1 time it is picked up and a particulars.
more reliable way might be to put sensors at the ends of The torque of the tension when the drum is held on
the spooling gear slide bars to count the reversals of the brakes must be balanced against the torque of the
spooling direction at the end of each wrap. There will brake force about the drum axle, as shown in the
still be some error in the wrap diameters, which would following diagram.
depend on how much the wire fills in the 'valleys'

Measuring the tension of a tow held on the brakes for the winch shown on page 110
(Note that the winch is equipped with brake bands on both flanges)

l.N--
Layers, or wraps,
of tow wire turns

Hydraulic system
applies the brakes
Fixed end of the b
band with a load c

+ = Direction of the hydraulic force to apply and hold the brake on

The winch is held when the sum of the port and starboard brake forces produce an equal but opposite
torque about the drum axle to that of the tension T: so the brake force is given as:
Brake force '(FB(stbd) + FB(port))' x r1 = Tow tension 'T' x r2 tonne- metres

Hence, the tow tension 'T' = ('FB(stbd)' + 'FB(port)') x !l. tonnes

r2

The brake force acts about the drum axle at the constant radius 'n' and is measured by the load cells
built into the fixed ends of the port and starboard brake bands. The radius 'r2' can be given by the
payout length or the number of wraps, as explained in the above text. The brake holding capacity is
maximum when 'r2 ' is minimum (i.e. there is only one wrap on the drum).
 Chapter 4 - The effect of a tow on AHTS vessel stability 117

Measuring tow wire tension and payout length at the winch (continued)
Another method for measuring the tow tension at the by which the drums can be clutched in and out, driven
winch consists of placing load cells at the four corners to pay out or pick up and have the brakes applied or
of the wind1 foundations to measure the net tipping taken off. However, the controls for one drum may work
moment on the wi11d1 seat between the tow tension and differently to those of the other drum so, for example,
the brake force or motor torque. However, this method the emergency brake release described on page 113 may
still relies on detecting which wrap the tension is acting only apply to the tow drum whilst the work drum is
on and it can be further complicated by other forces kept permanently clutched in when it is in use and the
tilting the winch seat, especially when the vessel is fitted brake automatically comes on whenever the control
with multiple winches, some of which may share the lever is'put in the 'stop' position, so paying out can only
same seat and be working at the same time. Load cells be done by driving the work drum.
in the winch foundations also bear the weight of the Officers must familiarise themselves with how the
wi11ch so they will be subjected to forces caused by the drum controls work on their own tug. Only the tow
ship's motion (i.e. heave, roll and pitch), whether or not drum is fitted with spooling gear on many older
the winch is in use and so there is an increased risk of vessels, whid1 can cause problems when the work
overloading and damaging the cells. drum is under tension, as the wire will 'self spool' onto
AHTS vessels are equipped with a tow wire winch its drum wherever the lead happens to direct it and
drum and a work wire winch drum, which can be there is a danger of the turns piling up at one end to
engaged into a common drive and motor arrangement. a point where they spill over the flange and jam. (It is
The drums are usually mounted in a 'waterfall' always good practice to have at least one CCfV camera
configuration in which the drums are in the same fore trained onto any winch that is picking up or paying
& aft alignment but the tow drum is set higher and out.) Methods that measure the tow tension by sensing
forward of the work drum. The tow drum and wire are its torque about any part of tJ1e winch rely on the wire
normally only used for surface towing, so the work spooling neatly onto the drum and some means of
drum is used for anchor handling, even though this sensing the changes in the number of wraps on the
also involves towing anch.or moorings. Despite sharing drum, so tension on a work drum without spooling gear
a common drive, the two drums have separate controls cannot be relied on.
both on the aft bridge station and in the wi11ch room

lnline tensiometers
In line tensiometers measure wire line tension more directly than the previously described methods.

An in line tensiometer for measuring the tension in a wire rope

Load cell detects the

upward force on the _ _,._,_.=,
centre sheave's axle

Wire ==~-,....,=777.,..,\,.-:
rope

The wire is depressed downwards slightly by the centre sheave as it passes through the meter. The wire's
distortion (which is exaggerated in the diagram for clarity) creates an upwards force aga;nst the centre
sheave's axle that is proportional to the tension in the wire and is measured by the load cell. The centre
sheave is removed to load the wire into the meter when it is slack.
118 Part 7 - THEORY

lnline tensiometers (continued)

The tensiometer measures the tension in a wire in the next to a line under a heavy load. The meter must be free
same way thaL sailors used to sometimes press their fool to align itself with the wire's lead off the winch whilst it
down on a mooring rope to get a feel as to how tight the rides the wire without moving along it, as shown by the
rope was, though the tensiometer does this with following diagram.
considerably more precision and nobody has to stand

An example of how a tensiometer could be attached to the tow wire

Cable carrying the load cell signal to a strut and

conduit fixed to the spooling gear support column Tensiometer

Tethers to prevent
the meter moving
along the tow wire

Chain- driven spooling gear support column

The advantages of the inline tensiometers are: the spooling gear and move up and down as the lead
1. The te.nsiometer measures the tension in exactly the
angle to the vertical changes.
2. The weight of a tensiometer that can measure
same way regardless of whether the winch is holding
tensions up to 150 tonnes will weigh about 140 kg,
the line on the brake or it is picking up or paying out.
2. A tensiometer measures the linear speed of a pick up which can cause considerable damage as it swings
around when a tow line leading upwards goes slack,
or pay out directly from either the rpm of the sheaves
such as during the transfer of the tow between the tug
or by an electromagnetic method using a pheno-
menon known as the 'hall effect' and so it can also and an offshore platform.
3. The cable carrying the signal from the meter to a
measure the length of wire paid out by integrating
the speed. fixed point on the winch structure is vulnerable to
3. The meter measures tension and the payout damage, but this could be overcome by replacing the
cable with a wireless link such as is used on cordless
independently of the number of wraps on the drum.
telephones.
However, tensiometers have the following dis-
advantages regarding their use on a tug: Tensiometers are not considered suitable for AHTS
vessels but they are used for the mooring winches on
1. The meter must be free to align itself with the offshore rigs and drill ships, as the mooring wires
direction of the wire's lead whilst also not moving always lead downwards under some tension and the
along the wire, so the tethering lines must have winches are underdeck so providing better arrange-
enough slack to allow the lead to track laterally with ments for securing the tethering lines.
 Chapter 4 - The effect of a tow on AHTS vessel stability
-119
--~

lfeosuring anchor chain tension and payout length at the gypsy

~ anchor handling vessels are equipped with a over the gypsy remains constant, which removes the
ergo chain locker to stow an offshore platform's significant source of error in the values measured for the
ring chain, which is then paid out over a cable lifter wire stored on the tow winch.
--..m as a 'gypsy' or a 'wildcat') driven by a shaft Tension monitoring systems must be calibrated when
ched into a tow winch drive. The tension and payout they are first fitted to a tug and the calibration should
the mooring chain can be measured in the same be d1ecked whenever any changes in the set up are
thods as explained on pages 115 and 11 G but are made (such as fitting a different tow wire).
£rplified by the fact that the diameter 'r2' of the 'turn'

Measuring the tension when picking up anchor chain at a constant rpm

Motor torque is derived from the motor current and its torque characteristics

~ Tow tension 'T'

. 'T'
Tow t ens1on Motor torque 'Q'
= rl

Where 'r2' is constant

The hydraulic brake pressure is released

Measuring the tension when holding the anchor chain on the brakes

The brake force is measured by a load cell built into the fixed end of the brake band

~ Tow tension 'T'

Tow tension 'T' = Brake force 'Fe' x ri

r2
Where 'r7' and 'r2' are constant

The hydraulic brake pressure is applied

120 Part 1 - THEORY

Testing the calibration of a tension monitoring system

Most tension monitoring systems used on AHTS vessels, and possibly a sensor counting the spooling gear
such those described on pages 115-116 and 119, reversals. Any inaccuracies that the system may develop
calculate the tension by balancing the tension's torque will be due to three types of error:
against the torque of the restraining force that is
1. Faults in the software (i.e. the computer is doing the
keeping the winch drum's rpm constant. Such systems
wrong sums). This is unlikely if the system is
require one mode of operation for when the winch is
appropriate for the winch and supplied by a
driven by the motor, but a different mode for when it is
reputable manufacturer, but anything is possible.
held on the brakes (i.e. at zero rpm) in which the
2. Incorrect parameters fed into the programme (i.e. the
restraining torque is calculated from the measured
computer is doing the right sums with the wrong
winch motor current and brake band load cell force
numbers). This is more likely and can arise if the wire
respectively. Consequently, the system must be
has been changed or the winch has been modified,
programmed with the motor current torque
or even if the system has been taken off a different
characteristics and the brake band radius about the
winch altogether.
winch drum's axle to calculate the motor and the brake
3. Faults in the sensors or their connections to the
torques respectively. To derive the tension from the
computer. Sensors and their wiring are exposed to
calculated torque, the system must also calculate the
the elements, so their connections can fail, though a
tow wire's turn radius about the axle as it comes off or
well-designed system will register a failed input on
goes onto the drum, which can be given by the drum's
the display. Any problem with the actual sensors,
stowage parameters for the wire diameter and either the
such as fatigue or being overloaded, is less obvious to
number of drum revolutions or the number of spooling
recognise and the load cells are the most vulnerable
gear reversals made from the start of the payout.
to develop such a fault.
Such a computerised system does a lot of simple
calculations with the parameters programmed into it It is exceedingly difficult to test the tension monitoring
and the inputs from three or possibly four sensors: an system over its full range of tensions once it is installed
ammeter measuring motor current, the load cell on the vessel, but the calibration can be partially
measuring brake force, the drum revolutions counter checked during a bollard pull trial.

Modifying the bollard pull trial procedure (see page 13) to test the tow winch calibration

The load cell data and the onboard tension readings must be recorded at
common time intervals so that the two sets of readings can be compared

The tow line leads almost horizontally, so tensions on the payout and brake cannot
exceed the tug's bollard pull and, in reality, may be significantly lower than this.

1. The tug moves offshore keeping the tow leading dead astern whilst paying out the tow wire
until as many complete wraps are paid out as circumstances allow so that tensions can be
recorded with the winch paying out at various speeds.

2. The winch then picks up the wire to haul the tug astern, whilst using ahead thrust to control its
speed, to the nearest distance off the quay at which the bollard pull tests can be carried out and
the tensions recorded with the winch out of gear and held on the brake.

3. On completion of the bollard pull trials, the winch again is used to pick up the wire and haul the
tug astern so further tensions can be recorded with the winch picking up.
 Chapter 4 - The effect ofa tow on AHTS vessel stability 121

Testing the calibration of a tension monitoring system (continued)

The following diagrams show that the procedure on the required for the bollard pull test and then using the
p revious page can measure tensions over the full range winch to haul the tug back for the test allows for
of the motor's torque but the load cells measuring the tensions to be checked with fewer wraps on the drum
brake force can only be tested up to about 66% of their whilst payout readings can also be checked with radar
maximum design loads. Paying out beyond the range ranges off the quay.

Testing the page 113 vessel's tension monitoring system during bollard pull trials

Maximum tension = bollard pull = 86t

Tension 'T'
L-=::U..--------------.,. .

Maximum brake capacity for pt wrap: 250 t Maximum rated pull for 1s t wrap: 250 t
The winch stores 1500 m of56 mm wire in 10 complete wraps + one part wrap on a 7.8 m wide drum
with the turns and brake band diameters shown by the diagrams below. The payout to put the tug's
stern at least 300 metres from the quay would take the stow down to the 9 th wrap.
The tension on the 1st wrap The tension on the 9 th wrap
with the maximum torque with the maximum torque

Winch picking up

/1: ~ ~ - • 'T' = , sot

0.9
\\' um
). ue
ax)'

'Q(max)' = 150 X 0.956 = 143.4t-m 'T' = ~~S~ ;: 77.4t ;:: 90% of 86t

The test can measure the tensions for the motor's entire range of torque
Maximum brake force derived from Brake force for the bollard
the maximum tension on the 1st wrap pull tension on the 9th wrap

Winch on
the brake 'T' = 86t
'T' = 250t

'FB(max)' = 250 X ~:~~~ = 104 t 'FB' = 86 X

1 852
·
2.300 = 69t = 66%of104t
The load cell measuring brake force is only tested to 66% of its maximum possible load
122 Part 7 - THEORY

Important points regarding AHTS vessel stability

AHTS vessels are very vulnerable to being capsized by how far they can safely steer off the line heading to stay
their tow whilst anchor handling and masters should on track.
ensure that the freeboard stern is as large as possible Finally, it should be remembered that all AHTS
when they are engaged in an underwater tow, as the vessels have sufficient power to be rolled over by their
vessels will free trim by the stern when heeled over if the tow if excessive lateral thrust at the stem is directed
deck edge on the stem's low side is immersed before the against the tension of the tow when it is leading
chine on the high side comes out of the water (see page significantly off the stern quarter. Even the largest of
96). If it is necessary to reduce freeboard at the stem to vessels will capsize in a matter of seconds if they lose
board or lower an anchor over the stem roller, then the positive stability, which almost certainly guarantees the
tug should be re-trimmed by transferring ballast or fuel death of most, if not all, of the crew. It is essential that
before continuing with the operation (this is easier if bridge officers on AHTS vessels recognise when they are
the vessel is designed with an aft peak ballast tank for getting into a critical situation with the tow out on the
adjusting the trim). stern quarter and the vessel heeling over. In such
Monitoring tow tension, range off the oil rig and circumstances, tltey must immediately reduce the lateral
payout length during an anchor handling operation is thmst al the stem, as this is what created the situation,
a useful guide as to whether or not the tug is following so reducing the lateral thrust against the tow and
the rig move plan (see page 107) whilst also providing allowing the tug to swing in line with the tow is nearly
a warning when the tension is likely to overload the always the quickest way to get out of it. (This is like the
tow wire. (The brake holding capacity of the winch on old saying 'when you are in a hole, stop digging' and
page 121 exceeds the tow wire's strength if three or less this particular 'hole' is one that you really do not want
wraps are on the drum, which is quite usual for AHTS to stay in.) Stopping the thrust completely will put the
vesse.ls.) The maximum acceptable lead angles off the tow dead astern, but the tension will also catapult the
stem must be worked out (see pages 108-109) for the tug astern and swamp the aft deck, so ahead thrust
different stages of an operation involving high should be maintained to hold position whilst deciding
tensions before starting the tow, so bridge officers know on the next course of action.

An AHTS vessel about to lose positive stability whilst running out a mooring

Deck edge immersed at the stern

Rudders are to port, so the stern is being

thrusted to starboard against the tension of the tow

The tug is yawing to starboard and heeling to port whilst it is being pulled down at the stern by the
tension of the tow leading down and out from the port quarter. If the vessel is to be saved, then the
rudders must immediately be put amidships (or even to starboard) to allow the tug to swing to
starboard and so bring the tow to lead dead astern.

Activating the quick release system from the aft water with a heavy tow. However, it may be the only
bridge may not release the tow tension fast enough to option when a tug is girted as it is being towed astern by
prevent a tug from capsizing in the above situation (see a winch on the offshore unit whilst recovering a shallow
page 113 ), particularly if the vessel is operating in deep water mooring and anchor.
 Case studies

The Stevns Power about 1 minute after rolling over. The Bourbon Dolphin about 5 minutes before capsizing.
photograph from the Donish Maritime Authority casualty report (photograph by Sean Dickson from the Norwegian Government
on the Stevns Power) Official Report on the Bourbon Dolphin)

Contents
Introduction 124
THE LOSS OF THE AHTS, VESSEL STEVNS POWER 124
The events and track of the Stevns Power leading up to the accident 127
Estimating the effect of the tow force on the tug's stability 128
Controlling the tug during the astern tow 132
1
The pipe layer's procedure during the astern tow 135
The response to the tug developing an increasing angle of heel 136
The level of experience on board the Stevns Power 136
The OMA inquiry's findings 136
THE LOSS OF THE AHTS VESSEL BOURBON DOLPHIN 137
The sequence of relevant events on the day of the accident 138
The track of the Bourbon Dolphin up to it capsizing 141
The tug's situation when it capsized 142
What could have caused the tug to capsize 145
What actions would have prevented the capsize 149
The towmaster's role 1SO
The tug's capacity for carrying out the anchor deployment 151
The tug's stability characteristics 154
The NOU inquiry's findings and recommendations 155
Concluding comments regarding the two accidents 158
References used in the writing of this chapter 158
Appendix to Part 1 - Possible improvements to AHTS vessel safety 159
124 Part 7 - THEORY

Introduction
This chapter looks at two anchor handling tugs that In contrast to the Stevns Power, the Bourbon Dolphin
were lost in very different circumstances, but in both was a larger 75-metre long AHTS vessel with a
situations the failure to appreciate the stability mrudmurn bollard pull of 194 tonnes and was less than
characteristics of AHTS vessels and espescially their a year old when it capsized. It was also a twin screw,
vulnerability lo being rolled over by the tow was a twin rudder tug, but it had a 'swing down' azimuth
major contributory factor in the accident. The vessels thruster at the bow as well as one tunnel thruster at the
themselves were also very different in terms of age, size bow and and another at the stem, TI1e aft bridge was
and level of sophistication. designed for two-man operation and the control
The Stevns Power was a 45-metre long relatively systems were highly sophistcated with a choice of
simple twin screw, twin rudder AHTS vessel with a operating the thrust by a joystick with ei·ther manual
bollard pull of about 100 tonnes. It was equipped with and auto heading contol, or by DP control, as well as by
one bow thruster and the aft bridge station was controlling each thruster individually by manual levers.
designed for a single bridge officer who controlled the (In short, it was a 'state-of-the-an' tug.) The Bourbon
thrust and rudders by manually operating basic levers Dolphin was the smallest of four AHTS vessels engaged
(rudder control was actually a tiller lever that the in handling a drilling rig's anchors and chain moorings
officer had to grip between his knees). The Stevns Power for a rig move in 1,100 metres of water in the Atlantic
was one of a pair of vessels engaged in continually re- about half way between the Shetland Islands and the
siting the anchors of a pipe laying ship whilst it Faroe islands. The accident occurred on the afternoon of
installed a gas pipeUne off the West African coast in 75 the 12th April 2007, so the vessel was in the winter
metres of water and the weather at the time of the North Atlantic load line zone and the weather
accident was excellent with a calm sea and good conditions were marginal: visibility was good but the
visibility. At: the time of the accident, the vessel was wind was between 30 and 35 knots from the southwest
being towed astern al about 7 knots by one of the pipe with waves up to 4 metres in height. The Bourbon
layer's mooring winches whilst the tug was recovering a Dolphin was to run out nearly two kilometres of chain
mooring to re-site the anchor. Although the vessel was mooring with the wind and sea just abaft the beam,
27 years old, it had frequently been chanered for this which was almost certainly in conditions at or beyond
type of work, including the times when it had worked the limits of the tug's capabilities (the largest of the four
with the same pipe layer, so the task was well within tugs struggled to run out another anchor in similar
the tug's capabilities. conditions).

THE LOSS OF THE AHTS VESSEL STEVNS POWER

The capsize and sinking of the AHTS vessel Stevns Power was being aligned with the new track, after which it was
occurred whilst it was working anchors for a pipe laying to stop and then move ahead. The vessel suddenly listed
vessel off the West African Coast in 75 metres of water. heavily to port with the wire leading from the port stern
In the late afternoon of the 19th October 2003, tJ1e tug quarter and observers saw the exhaust smoke increase,
was being towed astern at a speed of about 8 knots by a suggesting that the tug's engines were at full power. At
mooring winch on the pipe layer Castoro Otto, which tlle same time, an urgent message from the tug to 'stop
was hauling in the mooring wire of an anchor that had heaving' was heard over the VHF and the winch was
1 been recovered and was now hung off the tug's stern on stopped a few seconds later. However, both the port list
about 45 metres of its pennant wire leading to the and the stern trim continued to increase rapidly until
vessel's work winch. The intention was to ensure that the tug simultaneously rolled over and pitched stern
the mooring wire was off the seabed when the tug was down tl1-rough 90° in less than a m inute, after which
on the new line before the anchor was to be run out to only about ten metres of its bow remained above water
its new location. The officer at the ah bridge controlled pointing skywards. Rescue boats were launched, but
the vessel's speed and course by adjusting ahead thrust none of the tug's crew were found and tlle ship sank
on tJ1e main propellers. The accident occurred 5 about five minutes later with the loss of all eleven crew
minutes after tlle tow had begun when the tug's heading onboard.

Two views of Stevns Power prior to her loss. The typical normal freeboard of this type ofAHT vessel is not obvious unless the water level
at the stern is carefully observed. Note how the starboard aft deck edge is nearly immersed, even in a gentle swell. The top photograph
on page 173 shows a large AHTS Class vessel trimmed slightly by the head to provide sujficientfreeboard at the stern for working a
heoV'f anchor cotenary, as the stern freeboard will decrease as the weight ofthe tow increases with the length ofcatenory run out.
Also note the relatively low bulkwarks compared to more modern larger AHTS class vessels and the design of the crash barriers
inboard ofthe bulwarks. It has become modern practice on many large vessels to make the crash barriers both high and semi enclosed,
(see photograph on page 173, Tor Viking and the details ofthe Siem Offshore VS491, 300 te Bollard Pull AHTS ). It wilf be obvious
that the design ofa vessel like Stevns Power permits water to flow easily through the bulwarks and across the working deck with little
or no impediment caused by structure, whereas the semi-enclosed crash rails ofthe more modern boats provide some protection to the
main deck from seas striking the topsides, but once large amounts of water enter the deck it tends to be trapped to some extent.
Significant amounts of water washing freely around the deck represent an unwanted added weight which may have significant effects
on the vessel's stability. (photographs from the Danish Maritime Authority casualty report)
Chapter 5 - Case studies 125
Part 1 - THEORY

Plans ofStevns Power.

(GA from the Danish Maritime Authority casualty report)

fNOtNf
 Chapter 5 - Case studies 127

The events and track of the Stevns Power leading up to the accident

The progress of the Stevns Power up to the point of rolling over and sinking
= Old anchor position and line >f-- · =
New anchor position and line
= Tug's astern track - ► - = Anchor mooring line

1710 hrs The Stevns Power bridge officer is control ling the tug's
0 course and speed by varying.ahead thrust on the main engines and
using the helm whilst towed astern by Castoro Otto's winch
)(

\ The Stevns Power tracks away from the direct line to the
\ ~ pipe layer's stern in the initial part of the tow, so the
\ \6' bridge officer swings the head to port as the tow clears
\ the seabed to crab the tug over onto the new line.

Stevns Power

1715 hrs The Stevns Power bridge officer must

Winch instrumentation swing the tug' s head through about 65 ° to align it
on the Castoro Otto with the new anchor line with the tow now leading
records 590 m of wire about 25° aft of abeam so the tug rolls over whilst
still out in position '3'. making th is manoeuvre.

Positions and tracks are based Vessel sizes are exaggerated to

on the sub sea suNey records show their relative headings
from the pipe layer. more clearly.
Catenary profile at point '3 ' in the above plan
Tug Pipe layer
Approximately 600 m

236m of wire

45 m of pennant + 5 m of chain and anchor The wire forms a smooth curve

• - Astern speed "" 8 knots

Weight of buoy "" 1.8 t

Tow force 'F' "" 19.0 t

~~II resista:ce and ahe: d thrust '-F' • - 19.0 t U-t

Weight of catenary
Stern wave created
by the astern speed

The loads on the tug's stern and anchor "" 23.2 t

are estimated on page 728.
Approximately
Tow leading about 25° abaft the port beam 40 metres of wire

All the forces were acting to increase what was already an excessive
and dangerous stern trim. The danger of swamping the aft deck and
incurring massive free trim effects was further increased by the stern
wave created by the vessels astern speed.
The Stevns Power just prior to rolling over
128 Part 1 - THEORY

Estimating the effect a/the tow farce an the tug's stability

The Castoro Otto winch operator was hauling in the keeping tensions below 20 tonnes and I have assumed
anchor line with the winch in 'high speed' mode at a this to be the maximum tension at the pipe layer's
target tension of 15 tonnes with a maximum limit of20 winch. The tension at the tug would have been greater
tonnes. The winch stalls in this mode if the tension than this, as it is supporting the anchor as well as its
reaches 30 tonnes, so its operator was concerned with share of the mooring wire.

Estimating the tow tension at the tug when the hauling tension is 20 tonnes
The tension at t he pipe layer's winch is the resultant of its horizontal pull and the weight of w ire
from the winch to its lowest point, which is nearer to the tug than the pipe layer, as the anchor is
at the tug's end of the catenary. Assuming the catenary to be a smooth curve with 40% of the wire
mooring on the tug's side of the lowest point and 60% of the wire on the pipe layer's side, then
with 590 metres of mooring wire paid out:
Mooring wire supported by the pipe layer = 0.6 x 590 = 354 m
Mooring wire supported by the tug = 0 .4 x 590 = 236 m
The report does not provide the size or weight of the anchor wi re, so I have assumed it to be
70 mm steel core wire rope with a breaking strength of 314 tonnes and weighing 1,990 kg/100 m
in ai r. The anchor, chain and 45 metres of pennant wire weigh approximately 22 t in air. The
weights must be reduced by 13% to account for the buoyancy of immersed steel.
Estimating the immersed weight of320 m of mooring wire supported by the pipe layer's winch,
Weight of 320 m of wire = 1 .99 x 0.87 x 3.54 = 6 . 1 tonnes
61
Lead angle 4>P to the horizontal = sin-1 "
20
= 18°
So, The horizontal pull 'TPH' = 20 cos 18° = 19.0 tonnes

Castoro Otto w inch

Horizontal pull 'TPH' = 19.0t

0

Tension 'Tp' = 20.0t Weight 'Wp' = 6.1 t

Th e tension at the tug

The horizontal pull is constant throughout the length of any freely suspended catenary, so:
Estimating the immersed weight ofcatenary supported at the tug's stern roller,
Weight of 236 m of wire + anchor + pennant = 0 .87 {(1 .99 x 2 .36) + 22} = 23.2 t
And the horizontal pull 'TPH ' = 19.0 tonnes

So, The lead angle ~T to the horizontal = tan -1 19.0

23.2 - 51 0
-
19.0
So, The tension acting on the tug 'TT' = = 30.2 tonnes
cos 51 0

Tension at the tug is 500/o greater than the tension at the pipe layer's winch.
 Chapter 5 - Case studies 129

Estimating the effect of the tow force on the tug's stability (continued)
, he diagrams below have been traced from the tug's propeller's centre boss and its distance from the
-1ans given in the OMA report to show the height of the centreline (i.e. 'h' & 'y' on page 104 respectively) .
p o f the stern roller's outboard edge above the main

Relevant vessel dimensions for estimating the tow's heeling lever

Photograph of the Stevn's Power taken within three years of the accident
(from the Danish Maritime Authority casualty report)
Aft deck plan Stern profile
1• 4 .0m-.i
o m
i-.-- s.om--.1
"CJ :,
1.3m n
n II) OQ

I I '
I
I
I
'
---111
"CJ -,
~~
Ill -,
....... e!.
:,
er :,
-< II)
r+ -,
;rO
-·

0
!
II)
I :i:, 3
I I 0111
<)!:
I ~ ~II)
II)
- - -- 10.0 m - --ff~ n ;r
~ Ill
I - • r+
:, n
l'I ,,n ---o
Ill

11)
;r
....

~. c
I 0::::,
:, 0..
I .......

~ 6.3m
I I I
.-l..J. 6 .Sm
-6 -4 -2 0 +2 +4 +6 0 2 4 6 8
Distance of the centreline (m) Height above the keel (m)
The pennant wire may have been passed between the raised towing pins or through the shark's jaw
without applying the stopper. In either case, the wire may either have been restrained by the end of the
stern roller or the extreme edge of the port cargo rail, as shown by the question marks.
130 Part 1 - THEORY

Estimating the effect of the tow force on the tug's stability (continued)
The weight of the tow increases the vessel's draft, stern by scaling down values given in the Norwegian report
trim and 'KG' whilst the tension's horizontal pull on the loss of the Bourbon Dolphin, which was a larger
creates a stern trimming moment with the tug's ahead tug though similar in its hullform. The result of the
thrust. However, calculating these changes by the calculations is very approximate, but they show the
process explained in pages 101-104 requires the tug's process and the heeling lever can be applied to the 'GZ'
hydrostatic particulars, which are not given in the OMA curve given in the OMA report for the tug in the free
report, so the following calcuJations use estimated running condition on the day of the accident, which. is
values for the tug's 'KM', TPC', 'MCTC', 'LCF', block based. on the tug's daily ROB report (i.e. the fuel, fresh
coefficient and displacement. These are, in part, derived water and lubricating oil remaining on board).

The tension acting at the tug's stern with the tow leading right astern

2.Sm
I◄ 40.4 m ------,► ~i7
'
Anchor buoy landed on the aft deck
.
I
19.0t
- - ------
~ ~_~m~~¥;'cc~o;f
51
F=~* ~$~ ~~
® _t __ _

x Cof F = Centre of Floatation 1. - 11 .0 m - .1

1 23.2t 30.2t
LCF = 16.2m from the A.P. I◄ 19.0m ----1►
1~

The OMA report gives the following regarding the tug'sfree running condition without the tow:
LBP = 40.4 m, Beam = 12 m, Fwd draft = 3.85 m, Aft draft = 5.38 m , GM = 0. 721 m
Near maximum waterplane width extends to the stern, so I have assumed LCF = 0.4 LBP
So Mean draft = aft draft - 0 .4 (5.38 - 3.85) == 4 .8 m and LCF == 40.4 x 0.4 == 16.2 m

Assuming block coefficient= 0.65, Displacement == 0.65 x 4.8 x 40.4 x 12.0 x 1.025 == 1550 t

Assuming a waterplane coefficient of 0.8, TPC == 0.01 x 0 .8 x 40.4 x 12.0 x 1.025 == 4 t/ cm

The MCTC for this shape and length of waterplane area is estimated to == 11 t - m/cm

Estimating the tow condition

Iffree running KMo ~ 4.63 m (see above text), then Free running KGo :::: 4.63 - 0.72 :::: 3.91 m
Free running displacement == 1550 t Towing displacement == 1550 + 25 == 1575 t
Tow weight Kg "' 6.8 m, or 2.89 m above Co Mean draft increase == 25.0 .;.. 4 == 6.3 cm
S
0 I O
f GM 25.0 x 2.89
0 _046 m Trim m 'nt == (19 x 23.2) + (11 x 1.8) + (19 x 5.0)
• oss == 1550 + 25.0 == So, the trim moment == 556 t-m
So, the GM == 0.721 - 0 .046 == 0.675 m Stern trim increase = 556 .;.. 11 == 51 cm

The increased stern trim and draft significantly increase the aft draft, so reducing the freeboard at the
stern, which combined with the reduction in CM, reduces and the tug's range ofstability.
Aft draft in the towing condition = 5.38 + 0.06 + ( 0.4 x 0 .51 ) = 5.64 m
Fwd draft in the towing condition = 3.85 + 0.06 - ( 0.6 x 0.51 ) = 3.60 m
From the aft profile on the previous page, the towing condition's sternfreeboard is given as:
Hull depth at the stern = 6 .30 m, so Freeboard at the stern = 6.30 - 5.64 = 0.66 m
 Chapter 5 - Case studies 131

Estimating the effect of the tow force on the tug's stability (continued)
The vessel's towing condition stem freeboard of 0.66 only 0.3 and 0.4 metres. However, they would have
metres partially immerses the stern roller, which agrees been looking at the Stevns Power from some distance
with the witness evidence in the DMA report, though and it would have created a large stern wave when going
lhey estimated the tug's stem freeboard to be between astern at some speed.

Estimating the angle of heel due to the tow leading 25° abaft the port beam
We can superimpose its heeling lever onto both the 'Cl' curve, as given in the OMA report and the 'Cl'
curve modified to account for the towing condition, as estimated by the calculations on the previous
page. The tow weight acted either 1.3 or 4.0 metres off the centreline, depending on whether the wire
was constrained by the stern roller or the port cargo rail (see page 129).
The possible heeling moments with the tow leading 25° abaft of the port beam
~ - The weight of catenary acts 'y'
Pennant wire & buoy
metres to port of the centreline

Net lateral force 'TL' = 19.0 sin 65° =

Lateral hull resistance and thrust = - 17.2 t

23.2t
If 'y' = 4 .0 metres, then the heeling moment "' (23.2 x 4.0) + {17 .2 x 5.0) "' 178.9 t - m
.
So, the heeling lever for 'y' to be 4.0 m "'
Heeling moment
. d"
Towing Isp1acement
178.9
"' - - ==
1575
I
.L
0.11 m
_ _ ____.

If 'y' = 1.3 metres, then the heeling moment == (23.2 x 1.3) + (17.2 x 5.0) "' 178.9 t - m
178.9
So, the heeling lever for 'y' to be 1.3 m "' "' 0.07 m
1575

M Righting and heeling lever curves

0
0
Ln
//
0
00
/I
___ .,
_oM
-... I•~--~~-
E
N
\.:,
::c
(II
(II

/
/
- -- .
The estimated heel angles are the
0.11
0 averages of those derived from the
...,......,..__+--_ 0.07 free running and towing CZ curves
0
0
0 10° 20° 30° 40° 50°
Angle of heel '8'

- - = Free running 'GZ' curve (as in the OMA report), - - = Towing 'GZ' curve?
The width of the tug 's stern = 10 metres (see page 107), so for a stern free board of 0.66 m

The angle of heel at deck edge immersion for a still waterline "' tan- 1 0.6 6 "' ~
5.0
132 Part 7 - THEORY

Estimating the effect of the tow force on the tug's stability (continued)
The previous page suggests thal the tug's aft deck edge exposed location, so there would have been a high risk
would have only been submerged al angles of heel of downflooding through the hatch if it was left open.
beyond about 7f, which have required the pennant The survey vessel accompanying the pipe layer
wire to ride over the end of the stern roller and slide out conducted an ROV survey of the sunken tug and found
to port cargo rail, but this assumes that the tug is in slill the hatch open, so the DMA report considered the
water. The stern wave produced by moving astern al 8 possibility of it being opened by a crew member trying
knots would easily have reduced the effective freeboard to escape as the tug rolled over. However, this is highly
to 20 centimetres or less, in which case any angle of heel unlikely, as he would have needed to be standing on the
beyond 2° would have submerged the port deck edge at escape ladder al the start of the roll to have opened the
the stern. Furthermore, this would have occurred before hatch before it was submerged because this would have
the hull's chine came out of the water on the starboard happened in a few seconds. Extensive downflooding
side at such a low aft freeboard, so the free trim effect must have occurred because the lug sank very quickly,
would have submerged the stem even deeper, causing rather than remaining afloat but upside down, and it is
the stability to deteriorate further and for the water to almost certain that the flooding was through the open
flood further along the aft deck on the port side (see escape hatch, which would also have severely reduced
pages 93-96). As bad luck would have it, the engine the tug's stability. However, it cannot be said for certain
room escape hatch was on the port side and the that the vessel would have survived the increased heel if
minimum height of the coaming allowed by the Load the hatch had been closed and the flooding had not
Line rules is only 60 centimetres for a hatch in such an happened.

Controlling the tug during the astern tow

The Stevns Power was a twin screw, twin rudder vessel controlled by varying the balance of the ahead thrust on
with a single bow thruster, so controls at the aft bridge the main propellers and possibly using the rudders.
were basic. A bow thruster is ineffective at steering when However, propellers are not very efficient in these
moving astern at speed, due to the 'Coanda Effect' (see circumstances, as the following diagrams explain.
pages 15 & 16), so the tug's course and speed were

The thrust of a propeller moving ahead under normal conditions

VA = axial speed of the water flowing into the propeller disk
Ve = circular speed of the water due to the propeller's rpm
a. = water flow's angle of attack at the blade's leading edge
~ = Section through a blade
r-
1 \
The pitch is the distance the propeller
\ I wou ld move through if it were a screw
V turning through a complete revolution
-·-{,- in a solid material.
I / 1' The advance is the actual distance the
I / I
propeller moves through water as it
I I
A" I turns through a complete revolution.
' -~~..__.,,,,,.. I
The pitch is greater than the advance
I
I I when the water flow strikes the blades
- - Advance ----.i◄ Slip .i with an angle of attack to create ahead
I I thrust. Slip is the difference between
l◄r Pitch ..i the pitch and the advance.

The resultant between the speed 'VA: at which water is drawn into the propeller disk from ahead and the
circular speed 'Ve' given to the water by the propeller's rotation makes the water strike the blade at the
angle of attack 'a' and so generates the ahead thrust and drag force.
 Chapter 5 - Case studies 133

Controlling the tug during the astern tow (continued)

The propeller blades are foil-shaped and so act in the The 'lift' force created by a foil increases with the
same way as the rudder to generate a 'Lift' force angle of attack up to the angle at which the flow breaks
perpendicular to the blades' sections when water strikes down into complete turbulence, the thrust reduces
their leading edges at an angle of attack (see page 17). considerably and the foil is said to be stalled. The angle
The blades are made with a twist to progressively reduce of attack for the propellers of a tug undergoing the
the angle of attack from the slower moving blade roots bollard pull test (see page 13) is greatest when the
to the faster moving tips so that the thrust force is more engines are increased to full power at the start of the
evenly distributed along the blades' span. The slip must test, as the water is stationary, but the angle of attack
always be positive when creating the ahead thrust when reduces as the water circulation shown on page 18
the propeller is turning at ahead rpm, though shipboard develops due to the propellers pumping water from
calculations based on the propeller's revolutions and ahead and pushing it out from the stern. However, the
the ship's distance travelled can produce a negative water flow around the stem would change if the tug was
apparent slip. This is because the propeller is turning in dose enough to the jetty for the wash to be reflected
the vessel's wake, which is being partially dragged along back into the propellers from astern, which was
with the ship's hull as it moves through the water, so the essentially the situation of the Sreuns Power when it was
axial speed 'VA' of the water flowing into the propeller being towed astern at 8 knots, as shown in the following
is less than the ship's speed. diagram.

The thrust of a propeller turning ahead when a vessel is being towed astern at speed
VA = axial speed of the water flowing into the propeller disk
Ve = circular speed of the water due to the propeller's rpm
a = water flow's angle of attack at the blade's leading edge
C:=?"7:::, = Section through a blade

/'\ The water's axial flow 'VA' into the propeller

\ I produces an angle ofattack much greater
\I
t --- -- -- ·- ·7t~
than the angle of stall because it is coming
from astern. The.flow around the blades is
very turbulent, so both the advance 'A' and
the thrust are minimal.
/ I
/ I The minimal thrust will reduce the torque on
' .._ _ _.. / I the propeller shaft, which may be detected by
I lower than normal engine exhaust
I temperatures for the thrust settings.
Slip ►I
I I
I◄ Pitch .i

The effectiveness of the ahead thrust as a brake on astern would be unpredictable, so the wisdom of using
the astern speed of the Stevns Power whilst it was being them to steer in these circumstances would be
lOwed astern is difficult to determine, but officers who somewhat questionable. Probably the safest approach
had previously served on the vessel told the inquiry that would be to keep the rudders amidships, but the DMA
the rudders could be forced over by the water flow report contains contradictory opinions from previous
unless the officer sitting at the aft bridge station kept the masters and officers as to how to handle the tug when
tiller lever gripped firmly between his knees. This being towed astern with some saying that the rudders
suggests that ahead thrust from the propellers was very were kept amidships whilst others told the inquiry that
weak in these situations and, furthermore, the direction they used the rudders in combination with varying the
of the fl ow over the rudders to steer whilst being towed balance between the two main propellers' ahead thrust.
134 Part 7 - THEORY

Controlling the tug during the astern tow (continued)

Whatever method was being used to control the Stevns increased by a stern trim if the vessel is moving ahead
Power, it would seem that the officers on the aft bridge and vice-versa.
lost control of the tug just before it rolled over, so it was 3. The hull's block coefficient, especially with regard to
probably directionally unstable. A ship's inherent the length to beam ratio. Full-bodied ships with a
'directional stabi lity' is a measure of how fast it will relatively large beam for their length tend to be
swing off course when a transient yawing moment, such directionally unstable, as the water flow is very
as waves off the bow, acts on it. A vessel with high turbulent along the after part of the hull when the
directional stability is easy to steer on a steady heading, ships are moving ahead.
but is slower to respond to the helm when altering
These factors work in reverse for a vessel moving astern,
course than one with low directional stability. A
so the tug's skeg and the excessive stern trim would have
directionally unstable ship continually yaws about its
made it less directionally stable when towed astern.
course and its rate of tum actually accelerates if a
Furthermore, the situation is further complicated by the
constant rudder angle is applied for any length of time,
following effects of the towing force on the tug:
which can be very tiring for the helmsman, as he must
be continually making small short helm and counter 1. The pendulum effect of the anchor suspended on
helm actions just to hold the ship on course. about 40 metres of wire could have produced its own
Directional stability depends on the following factors: unpredictable yawing moments. A previous officer
stated that the anchor was always pulled up against
1. The distribution of the ve1tical immersed area along the stern; otherwise the tug was very difficult to steer
the hull. If there is more vertical submerged surface when being towed astern.
at the bow than the stern, then the vessel tends to be 2. Leading the tow through the shark's jaws improved
directionally unstable, so tugs must be fitted with a directional stability by keeping the tug more in line
skeg at the stern to provide directional stability when with the tow whilst also reducing the likelihood of
they are moving ahead. the wire sliding over the stem roller to the cargo rail
2. The vessel's trim, as this affects the distribution of as the tow lead moved increasingly over to port (see
vertical immersed area, so directional stability is page 129).

The tug's directional instability when towed astern and how the wire is led to the stern
The diagrams below show the yaw due to a transient lateral force acting at the stern
Wire led between the towing pins Wire led through the shark's jaw

The tug being ~

[
towed astern -y/"

• = The transient force X = The point through which the tow tension acts

= The area of underwater hull aft of the point at which the tow tension acts
Leading the tow wire through the shark's jaws would have reduced directional instability
 Chapter 5 - Case studies 135

Controlling the tug during the astern tow (continued)

The Stevns Power was unusual in havimg the towing pins handler's chief officer was present and he told the
aft of the shark's jaw stopper and this was specifically inquiry that the wire on the Stevns Power was normally
intended to make it easier to land anchor buoys on the passed through the shark's jaw, though he also said that
aft deck, as it provides sufficient space to stow the buoy he saw the tug yawing excessively whilst recovering an
by retracting the pins. The DMA report again contains anchor earlier on the day of the accident. Consequently,
conflicting evidence from previous masters as to it is impossible to be certain as to how the pennant wire
whether the shark's jaws or the towing pins were used to was rigged, but the adverse effects on the tug's
constrain the anchor pennant when the vessel was being directional stability due to the excessive stem trim and
towed astern. However, none of these witnesses were at hanging the and1or off on 40 metres of wire would still
the scene of the accident whereas the other anchor have been present.

The pipe lay__er's winch procedures during the astern tow

---
The watch onboard the pipe layer was under the duty concentrating on the winch panel with its operator and
chief officer who was stationed with the winch did not hear the tug's urgent VHF call to stop pulling.
operator at the winch conu·ol desk on the bridge and Instead, he was told to stop by the 3rd officer on deck
gave instructions to the tugs as to which anchors to who saw the tug start to heel over, by which time it was
relocate, On the orders of the chief officer, the winch too late. The surveyors could see the tug1s track on their
operator started to haul in the mooring wire about 5 screen and the 3rd officer was watching it, but nobody
minutes after the Stevns Power reported that it had onboard was taking an overall view as to what the tug
lifted the anchor the required safe height above the was doing.
~eabed. The winch operator controlled the winch Witnesses from the other anchor handler and the
speed according to the tension read out, which was survey vessel stated that they had heard requests on the
initially dose to the maximum limit of 30 tonnes for VHF from the Stevns Power for the pipe layer to stop
the winch in the 'high speed' gear, as the winch was hauling in the anchor wire so fast on several occasions,
lifting about 70% of the 1,260 metres of mooring wire which suggests that the tug's crew were having
dear of the seabed. However, the tension reduced as difficulties in keeping up with the pace set by the pipe
more wire was picked up, so the operator told the layer. The officers onboard the pipe layer strangely
inquiry that he controlled the winch speed to keep the could not recall hearing these requests and the inquiry
tension between 15 and 20 tonnes and presumably decided that there was not enough co-operation
mtended to stop the pick up shortly after the time between the pipe layer and the tug. The tow tension was
•-.·hen the tug ro lled over with about 600 metres of wire created by the tug at one end of the catenary and the
between it and the winch. Keeping the tension pipe layer's winch at the other, so the tug with its 100
constant meant that its horizontal pull would have tonnes bollard pull should have been easily able to
ncreased as the weight of catenary reduced with the overpower the winch and dictate the speed of the tow.
continuing pick up, so the tug would have continued However, this may not have. been true by the time the
to accelerate until the pick up stopped, at which point astern speed reached 8 knots, as the rug's ahead thrust
,he tug would have carried on some distance astern would have been reduced by its propellers thrashing
before it started to move ahead. This increases the around in the very disturbed flow described on page
tke.lihood of dragging mooring wire across the seabed 133. Given the problems of controlling the tug during
'l the time between the pick up stopping and the tug the astern tow, it personally seems to me that trying to
"loving ahead on the new mooring line, which is what steer onto the new track whilst going astern was an
Jte chief officer wished to avoid. rt might be better if unnecessary risk, particularly as the tug had veered off
J\e winch rpm was adjusted to a target linear pick up track in the wrong direction during the first part of the
rate that was reduced about 100 metres before tow. rt would have been far safer to have just kept the
,topping the pick up whilst also informing the tug of wire leading dead astern during the astern tow and
his so that its ahead thrust could be increased as the steered the tug onto the new track during the run out to
iste.rn speed reduced. However, the inquiry was told the new anchor location, as the steering and speed
hat there was no communication during the tow would have been so much easier to control with the tug
'"'etween the tug and the chief officer, who was moving ahead.
136 Part 7 - THEORY

The response to the tu develo in an increasing angle of heel

Witness statements to the inquiry reported seeing bridge, but the emergency brake release button on the
belches of black smoke coming from the vessel's bridge only applied to the tow drum brake. The AH
funnels just before it rolled over, which suggests that its drum was controlled by a spring loaded 'dead man'
engines had been put on full ahead, possibly in an lever that paid out or picked up whenever the operator
attempt to increase the effectiveness of the rudders and, pushed it in the appropriate direction and the further it
in the words of the DMA report, 'sail the vessel out of was pushed, the faster was the pay out or pick up rate.
the water'. This may well have been the worst action to The control automatically applied the brake as the lever
take after the tug had started to heel over, as it would returned to stop position when the operator let go of it
have probably increased the heeling moment and one and released the brake whenever the lever was moved to
master did tell the inquiry that he considered stopping a pay out or pick up position. According to the report,
the engines to be the best response to water coming over the system took about 5 seconds to change from the
the aft deck. brake being on to the drive paying out at full speed, so
Given that the bridge team had probably lost control the bridge officer would have needed to push the
over the tug, the best chance of saving the vessel would control lever to the full pay out speed position as soon
have been to immediately pay out the pennant wire as the aft deck dipped under the water to have had any
from the tug's work drum, which is called the 'anchor chance of saving the tug and its crew. The inquiry was
handling, or AH, drum' in the DMA report. The St.evns also told that there had been problems with controlling
Power was built with a tow drum as well as the AH AH drum from the bridge, so there is a possibility that
drum, either of which could be engaged to a common it was still not working properly, although the system
drive and motor arrangement. The drums were fitted was reported to have been repaired three months earlier
with band brakes and could be operated from the aft during the last drydock.

The level o experience onboard the Stevns Power

Handling the anchors for the pipe layer was a fast both of them, as the other personnel available to form a
moving job with each tug picking up and relocatiJ1g an bridge team were the second officer, who had very
anchor up to 20 times a day with I.he crew on a 6 hours limited experience, and an engine room oiler who was
on/6 hours off rota. Even experienced crews can suffer on the bridge mainly to operate the winch, so the master
from a certain loss of concentration due to fatigue and must have spent a lot of time on the bridge assisting
the repetitiveness of the work but, of the bridge officers inexperienced crew as well as doing his own time in the
on the Stevm Power, only the master was experienced in driver's seat. There is a view that the best way to learn a
anchor handling. The second officer had only spent job is to be 'put in at the deep end', but some ends are
about seven months working on anchor handling deeper than others and nobody should be expected to
operations whilst the chief officer was new to the job pick up the skills needed for anchor handling from
(though he did have experience of surface towing) and scratch at the pace of this particular job. The evidence
only joined the tug four days before that accident. His given to the DMA inquiry suggested that the bridge at the
training into the specific requirements and dangers of time of the accident was most probably manned by the
anchor handling was to have been conducted 'on the job' master and the chief officer, though it is impossible to say
under the guidance of the master. This was unfair on which one of them was in the driver's seat.

The DMA inquiry's findings

The DMA report of the investigation into the accident four days earlier with no previous experience of
conduded that the foUowing factors could all have anchor handling.
contributed to the loss of the ship. 5. The crews of the pipe layer and the tug were working
flat out with probably insufficient rest time to always
1. The detrimental effect of the excessive stern trim on give the task the full concentration that it demanded.
the vessel's stability. G. The officer seated at the bridge control console had
2. The downflooding through an open hatch on the aft to grip the tiller between his knees, so he may have
ded< (probably the engine room escape hatch on the lost his grip and allowed the astern speed to force the
outboard port side a~ of amidships). rudders hard over.
3. The tug was being towed astern too fast to be easily 7. The 28-tonne spare tow wire and reel on the starboard
kept under conu-ol despite the master having side broke loose and slid over to the port side.
complained about this to the pipe layer over the VHF
on several previous occasions. The first two points were almost certainly the direct cause
4. Although the master was experienced, the 2nd officer of the tug capsizing. The inquiry considered that the tug
had only seven months experience of anchor was trimmed down by the stern so much in order to
handling, whilst the chief officer only joined the tug make it easier for the crew to bring the anchor buoy
 Chapter 5 - Case studies 137
---
~he OMA inquiry's findings (continued)
~board and that the escape hatch on the aft deck was layer and the tug whilst also expressing the feeling that
~ open due to complacency on the part of the crew due the industry put too much emphasis on doing
the calm conditions. However, the engine room space everything as fast as possible. Hauling the tugs in a bit
ai. immediately below the aft deck so, unlike many closer to the pipe layer before stopping the pick up
""lerchant ships, it did not extend up through the would mean that the course alterations needed to get on
ccommodation to an open skylight high up on the snip. to the new track would be smaJler, whilst the master
nis meant that vertical circulation of the air in the may not have felt the need to trim the tug so excessively
"'lachinery spaces would have been very restricted, by the stem if slightly more time was allowed for
'llaking them exceedingly hot in the tropicaJ conditions bringihg the anchor buoy on deck. As far as points '4'
.md it is very difficult to ensure that such spaces are and '5' were concerned, the inquiry recommended that
.h.,,,ays kept dosed down when crew are worl<lng in them. nobody totally new to anchor handling should have
nis is not to say that it was acceptable for the hatch to be been expected to learn the job without additional
open ( after all, it was the crew who died as a consequence experienced staff to provide their training. Points '6' and
f the failure) but ship operators should look into why '7' are speculative, but losing control of the rudders
'\Uch failings occur and try t.o find some remedy for the might have been more likely to have occurred when an
more persistent ones. In this case, it may have been inexperienced officer was in the driving seat and the
"lOssible during a refit to improve the ventilation in the ROV survey found that the spare tow wire was no longer
.:-igine room by increasing the size of the fans. in its position shown by the photograph on page 129
With regard to point '3', the inquiry considered that after Lhe accident, though there can be no certainty as to
there was insufficient co-operation between the pipe when it broke loose from its base.

THE LOSS OF THE AHTS VESSEL BOURBON DOLPHIN

The Bourbon Dolphin was a 75-metre long Al-ITS vessel Lhe auxiliary thrusters. The vessel was fitted with chain
; th a deadweight of 2,130 tonnes. The vessel was fitted lockers and gypsies for 76 mm mooring chain and
-ith two 590 kW tunnel thrusters at the stern, an equipped with two sets of retractable cowing pins, one
~s3 kW tunnel thruster and an 883 kW 'swing down to port and the other to starboard of the centreline sited
.12imulh' thruster at the bow. The maximum bollard about 2 metres forward of the stern roller. The tug was
pull of 194 tonnes could decrease to as low as 125 equipped with a stability computer, joystick and DP
tonnes when the shaft generators were used to supply control.

The Bourbon Dolphin arriving at Lerwick on the afternoon ofthe 10th April, two days before its loss. Note that these vessels are
designed to operate with a slight head trim. (photograph from the Norwegian Government Official Report)
138 Part 7 - THEORY

The loss of the AHTS vessel Bourbon Dolphin (continued)

The vessel was the smallest of the four anchor consisted ofl,725 metres of96 mm wire line connected
handlers for a rig move in 1,100 metres of water west of to 914 metTes of 84 mm chain, which were paid out
Shetland ( a smaller fifth tug acted in a support and from the rig, and 914 metres of 76 mm chain paid out
towing role during the move). The tug capsized on the from the tug before being connected to its anchor
12th April 2007 when it was girted by the chain of a stowed on the tug's d eck then paid down an d stretched
deep water mooring that was being paid out from the out on 1,220 metres of 84 mm wire to site the anchor
vessel's own chain locker. All eight of the rig's moorings on the seabed.

The sequence ofrelevant events on the day of the accident

Mooring operations on the day of the accident started at was completed by 1445 and the Bourbon Dolphin asked
0242 by the most powerful anchor handler, the Olympic for another tug to help it move west back onto the line
Hercules with a bollard pull of 270 tonnes, bringing the at 1430. The Highland Valour was sent to grapple for the
rig's chain for anchor no. 6 over its stem to run out the chain and caught it about 240 metres astern of the
moorings along a SSE'ly line. The wind and seas were Bourbon Dolphin on the second attempt. However,
coming from the SW just forward of the starboard beam efforts to assist were abandoned when the two tugs
and the tug had to steer off the line heading to converged on each other and nearly collided. The
starboard in order to hold the track. At 0655, the chain Highland Valour lost the chain and did not grapple
moorings were paid out with the and1or ready for again, as the rig considered it was too close to the
paying down to ilie seabed. The tug had to be aligned already laid no. 3 anchor mooring, so botl1 tugs were
with the moorings in order to put the anchor over the ordered to move west away from this.
stem, but it could not hold this heading without By 1640 the Bourbon Dolphin was 1100 metres west of
drifting off to port of the line, so a second tug grappled the line and the master came on to the bridge to attempt
for a bight of chain some way astern of the Olympic to move the tug back on track. The chain was leading
Hercules to take some of the catenary weight off the tug, from the starboard towing pins, across the stem and out
so allowing it to hold the line heading and put the to port, so the tug was listing 5° to port and the engine
anchor over the stern. This was eventually achieved, but room told the bridge that the thrusters were at risk of
not without a struggle that at times heeled the tug over overheating from continuous h igh loads. The master
12° whilst requiring the rig to pay out slack to get the transferred ballast from the port side to a tank on the
tug back to the line and and10r no. 6 was finally starboard side to counter the list, but continued to
deployed nearly six hours later at 1230. The wind speed thrust to starboard in the attempt to regain the line. At
was 20 to 25 knots during this period with 2.5 to 3 about 1700, the master eased the tension on the chain
metre high waves, but the Olympic Hercules master stated so that the inboard starboard towing pin could be
that his main problem was a strong NE running current, depressed to allow the d1ain to move across the aft
which may have been partly due to the wave periods deck, pass over the retracted port inboard pin and come
being close to the vessel's natural heave period, which against the raised outboard port pin. The idea was
would have increased the apparent surface drift (see reputedly suggested by the rig's towmaster (though this
chapter 2, pages 45-49) is disputed) and seems to have been to improve the
The Bourbon Dolphin was to run out the moorings for tug's steering and, after some thought, the master
anchor no. 2 along a NNWl'y line, so it would carried this out with the result that the chain whipped
encounter similar conditions to the Olympic Hercules across the stern to hit the port outboard pin with
except that the wind and seas would be just abaft the considerable force. The tug immediately listed heavily
tug's port beam. The rig's chain was brought over the to port but righted itself about 15 seconds later whilst
tug's stem and through the starboard pair of retractable the starboard main engines either faltered or shut
towing pins on the aft deck with a wiJe pennant at 0920 down. There was a brief blackout when heavy black
and the tug moved off towards the anchor's seabed site smoke was seen coming from the funnel and about five
whilst the rig paid out its chain. The pay out of chain minutes later tl1e tug rolled heavily to port again to
from the rig was completed at 1215 when the tug was capsize at 1708 with the loss of 8 of the 15 persons
stopped for the rig's chain to be connected to the d1ain onboard, though the AB and first officer of the watch
onboard the tug and the master handed over the watch survived.
to the chief officer. At 1255, the tug resumed its course Weather conditions were marginal at 1500, as the
at a speed of 0.3 knots, paying out chain from its own SW'ly wind strength had risen to between 25 and 30
locker, though it started to encounter difficulties in knots, the significant wave height was 3 to 4 metres and
holding to the line and by 1400 it was 84 metres east of a NE'ly current was estimated by different tug masters to
the track. The tug was stopped whilst attempts were be running at anything between 1 and 2.5 knots. The
made to move it closer to the line, but this was tug remained afloat upside down for the next three days
unsuccessful so the payout was resumed. The payout before finaUy sinking in the evening of the 15th April.
 Chapter 5 - Case studies 139

Bourbon Dolphin
Bow on view ofthe vessel in calm water. (photograph from the Norwegian Government Official Report)

A v..tan'1 'lenterlin ie til haikieft

1.75m

nterlinjc til indre kant

Bourbon Dolphin
Detail ofthe guide pins and shark jaw arrangement with a diagram showing the distances from the vessel centreline ofthe jaws
and guide pins. (photograph from the Norwegian Government Official Report)
140 Part 7 - THEORY

Bourbon Dolphin
A close up view of the forward end ofthe working deck. The work winch drum and tow drum are fully enclosed. Note --
and design of the main deck crash rails, compared with photograph ofStevns Power on page 125. (photographfrorr -
Norwegian Government Official Report)

Bourbon Dolphin
This is a view ofthe anchor handling winch data display. The display gives details oftension, wire deployed, speed of
deployment/recovery, drive motor rpm and operating pressures.
This is a typical modern method ofdisplaying the essential information for the person operating the winch and drn- -
boat. In many modern AHTS designs there is limited or no means of visually sighting the winches from the aft contro ;:
the bridge. The data display is supplemented by closed circuit television screens. It should be appreciated that safe ape,_
highly dependent on the accuracy ofthe data on the display screen and correct interpretation ofthe CCTV images.
(photograph from the Norwegian Government Official Report)
 Chapter 5 - Case studies 141

The track of the Bourbon Dol~hin up to it ea

The following diagrams illustrate the main events and factors that lead up to the tug capsizing.

The track of the Bourbon Dolphin on its fatal attempt to lay out rig anchor no. 2
- = No. 3 moorings & anchor
\
\- - - = Line for no. 2 anchor
Wind: 30- 35 kts

+\, -9 --t---1'
\ = Track of the Bourbon Dolphin
• = Positions of Bourbon Dolphin
= Approximate position of chain
\
--+-
\ 1303 Bourbon Dolphin starts moving along the
\ track for anchor no. 2 and paying out chain
\ from its own locker.
\ 1348 The tug starts veering east of the track.
N
1445 The chain is completely paid out but the tug

+"13 f_ is ove r 1 km east of the track.

1 700 The master transfers the tow lead from the
starboard towing pin to the port one, after
which the tug makes is first roll to port.
Current: 1-2 kts
1708 The tug capsizes on the second port roll
Rig whilst on a northerly heading*.
0 SOO 1000 1500 2000 m
* The only information on the tug's heading was given by a witness from the Highland Valour, who
stated at the public hearing that the tug was on a northerly heading just prior to capsizing.
The diagrams below show how the current and wind were affecting the tug at the time. Both these had
eastward and northward components whilst also creating a yawing moment to starboard that would
have been acting to align the tug with the mooring chain lead as if it were to lie to an anchor. If the
master attempted to swing the head to port whilst also trying to oppose the starboard drift, then
thruster power is compromised, as port thrust at the stern against the starboard drift would have been
reduced or even reversed to swing to port. This would have increased the tension of the tow. Whatever
action was taken, the combination of the lateral thrust and the current must have created a net
starboard force acting on the underwater hull created a port heeling moment with the lateral component
ofthe tow's tension acting against the towing pin.
The probable effects of the environmental and tow forces on the tug just before 1700

N The tug with the chain leading

through the starboard pins so

t the weight of catenary acts

almost on the centreline.

Lateral component
of tow tension

Net
Wind & underwater force
current
The fact that the tug listed to port even before the charn was
passed from the starboard to the port pin, suggests that the
force of the current was much stronger than that of the wind.
142 Part 7 - THEORY

The tug's situation when it capsized

The foJlowing pages are a summary of what I believe acting on the tug when it capsized based on the
to be the NOU inquiry's estimations of the forces tension record measured at the rig's tow winch.

The catenary and tow forces acting on the tug when it capsized
Tug
: ◄◄.------ 1,500 m (approx.) -------►•

1100 (m)
914m x 76mm chain O c) 914m x 84mm chain

The tug supports about half the weight of the catenary, which
exerts the same horizontal u/1 on both the tug and the rig

Weight on the tug's stern == I100 tonnes I

The weight of catenary can be calculated by an equation derived from classification society data:
Weight of chain in water = 0.019d 2 kg m so
Catenary weight == 0.914 x 0.019 x 762 + 0 .914 x 0.019 x 842 = 222.8 t == 223 tonnes
The 84 mm diameter chain is about 22 t heavier than the 76 mm chain, so it will sag slightly more but
it is also supported by the rig mooring winch, which is at a greater height than the tug's stern, so the
NOU inquiry estimated the weight of catenary supported by the tug to be about 700 t.
The weight of catenary acting on the tug's stern roller == j 100 tonnes I
The NOU inquiry considered the average tension at the rig to be 780 t when the tug capsized, so the
catenary's horizontal pull can be estimated by using Pythagoras' theory as follows:

'TH' = J
T(rig) 2 - TH(rig)2 = J1802 - 123 2 = I131 tonnes I
The tow's tension produces a heeling moment when the weight of the tow acts off the centreline and the
tow leads off the stern quarter so its horizontal pull has a lateral component.

•h' and 'y' are measured from the tug's plans

Tow tension •r @the tug == 16St

-TL = -131 sin at where 'a' = tow's lead angle

T = Tow tension TL = Tow's lateral pull TV = Weight of the tow on the tug's stern
-TL = Lateral force on the immersed hull created by the thrust at the stern and the current
 Chapter 5 - Case studies 143

The tug's situation when it capsized (continued)

The values of 'h' and 'y' are measured from the general normal sequence of using the tanks. However, there was
arrangement plans given in the NOU report. uncertainty as to the state of the anti-roll tanks, as the
The inquiry estimated the tug's stability at the start of surviving 1st officer said that they were in use, but the
handling anchor no. 2 from its daily ROB report on the previous master stated that it was usual to empty them
11 th April, its stability on departure from Lerwick on the for anchor handling, so the report includes estimates for
10th April and advice from the previous master as to the both options.

Relevant vessel dimensions for estimating the tow's heeling moment

The Bourbon Dolphin (photograph from Bourbon O_ffshore's specification sheet for the Bourbon Dolphin)

....
VI

..
11)
:::,
....
-::r
"'I
C
....11)
Ill

;;;
n
0
:::,
Ill

..c.:
11)
11)
0.
:::,
11)

ifn
....
<'
11)

I I I I I 11i I I I I I I I I
-8 - 6 -4 -2 +2 +4 +6 +8 0 2 4 6 8 10 12
Distance of the centreline (m) Distance above the keel (m)

The heeling moment = 100 x 2.5 + 131 x 6.0 sin ex = 250 + 786 sin ex tonne-metres

The draft 'd(cal)' to the keel is the basis for the tug 's hydrostatic data, whereas the draft 'd(nav)' to the
bottom of the skeg is the aft draft used in navigation with regard to seabed clearance.
144 Part 1 - THEORY

The tug's situation when it capsized (continued)

The heeling effect on the tug's stability and trim at the port quarter can be shown by applying the heeling arms
time it capsized for the tow leading 30° and 60° off the to the 'GZ' curves, as shown below.

The NOU estimate of the tug's stability just prior to capsizing

Angle 'a' Offset weight mome nt Lateral pull moment Heeling moment
(tonne-metres) (tonne-metres) (tonne- metres)
30° 250 + 393 = 643
60° 250 + 681 = 931

The drafts and displacements are estimated from the tug 's hydrostatic data for an even keel draft of
6.00 metres, which gives a displacement of 4,807 tonnes and a TPC of 10.48 tlcm immersion
Condition 'a', anti-roll tanks in use: tension at the rig = 180 t
Stern trim = 0.31 m Mean draft = 5.82 m Displacement = 4612 t GM = 0 .95 m
Heeling moment 643 ,-- - - - ,
If the lead angle 'a' = 30°, then the heeling arm = -Displacement
- ~- - - - = 4612 = .I0 .14m I
.
Heeling moment 931 ,----,
If the lead angle 'o.' = 60°, then the heeling arm = Displacement = 4612 = 1°- 20 m I
GZ (m)
0.6 CZ@ 30° is less than 0.2 m, so condition
'a'fails to comply with the I/VIO minimum
-- 0 .SGM = 0.475 m --__;::-: 1 stability requirements (see page 98) even
0.4 , /
•• I
I when upright without a tow .

= 60°
= 30°

0 10° 20° 30° 40° 50° 60°

Angle of heel

Condition 'b : anti-roll tanks empty: tension at the rig = 180 t

Stern trim = 0 .05 m Mean draft = 5.80 m Displacement = 4591 t GM = 1.12 m
If t h e Iead angIe 'o.' = 30°, t h en t h e .
h ee I mg arm = Heeling moment 643
= 4591 __ _ m
10 14
I
Displacement
Heeling moment 931 -----,
If the lead angle ' o.' = 60°, then the heeling arm =
Displacement
= 4591 = 20 m 1°- I
GZ (m)
0.6 ~--- 0.SGM = 0 .560m ---;,,
•• I
/ I
•/ I
0.4

0 10° 20° 30° 40° 50° 60°

Angle of heel
 Chapter 5 - Case studies 145

What could have caused the tug to capsize

The residual maximum righting lever for the tow to alter the heading to port and so crab the tug across to
leading 60° off to port is reduced to 0.06 metres in the the west closer to its intended track. This would have
case of condition 'a' and about 0.10 metres for increased the heeling lever by putting the tow lead
condition 'b', so positive stability would have been very fun.her out to port, whilst also moving its weight out to
small in both cases. The accuracy of the stability port, which was acting more or less on the centre of the
estimates depends on: the Lerwick departure data that stern roller prior to changing the towing pins, as shown
was used for calculating the stability when the accident in the photographs on pages l 23 & 14 7.
occurred; the estimated disposition of fuel, water and The inquiry's report states that the starboard engines
ballast two days after leaving Lerwick; and the tug's stopped, which hampered the master in manoeuvring
heading when it capsized. The daily ROB report from the tug out of its perilous situation. The lst officer
the tug provided the fuel, water and lubricating oil stated that there was a brief partial blackout after the
onboard on the day of the accident and the previous first heavy roll to port due to transferring the tow to the
master told the inquiry how he would have distributed port towing pin and that this coincided with the chief
these amongst the tanks, but the new master did not engineer's urgent request for the bridge to reduce the
necessarily follow this practice. The use of the anti-roll load on the bow thrusters. However, the blackout could
tanks is a particular point, because if the 1st officer was have been caused by the starboard engines slowing
right in saying that these partially-filled tanks were in down under heavy load to the extent that the shaft
use, then the master must have ignored the stability generator revolutions were too low for running the
computer, as it would have warned him that the thmster a.c. motors, or that the motors temporarily shut
stability condition did not even comply with the IMO down due to overheating. (The 1st officer could not say
minimum criteria (see page 142). what had actually failed during the partial blackout.)
The chief officer of the Highland Valour told the The thick black smoke seen coming from the tug's
public hearing that the tug was on a northerly heading funnel only indicated that the engines were overloaded
before it capsized, so the lead would have been about and the Highland ValowJs chief officer testified that he
30° off the port quarter, given the tug's position relative noticed the tug's starboard propeller was still 'active' as
to the rig shown on page 141. (The rig's navigation plot it rolled to port for the second and final time. The most
did not record the tugs' headings in this case.) However, reliable evidence that the starboard engines were still
the only reason for shifting the tow from the starboard running up to the capsize is given by the navigation plot
to the port towing pins would have been to increase the of the rug's last moments.
starboard rudder's leverage about the loaded towing pin

The rig's navigation plot of the Bourbon Dolphin's last 3 minutes

(Traced from the plot given in the lnquirys report)

The vessel presumably capsized at about

';\( 1706:18 1708:38, as this was the last recorded position.
N
____ - - Lx\ 1706:28 Prior to this, it had moved astern 37.5 metres
,~ 1706:08 ~

1705:34
·~ ► ,
X\
1707:25 ~ 1707:35
:$,( 1707:45
t in the 130 s from 1706:28 to 1708:38 which
gives an average astern speed of about 0.3 m/s
or just over half a knot
"f We would expect the tug to be moving astern
- 37.Sm - - ~ 1707:55
at 5 or 6 knots if it had lost 60 tonnes of ahead
in 130s
,j, 1708:05 thrust due to t he starboard engines being shut
' down by the first heavy roll to port at about
1700, but it was almost holding position
X 1708:28 against the 130 tonne astern pull of the tow
,, ~ (see page 108) at 1706 and 1707.
- - - - - - - -)< 1708:38
The vessel's slow and erratic astern movement
5 10 20 30 40 is consistent with the rudders being used to
metres change the tug's heading and so causing a
reduced and variable ahead thrust from the
main propellers, but not with a fai lure of half
the tug's main propulsion.
146 Part 7 - THEORY

What could have caused the tug to capsize (continued)

The following diagram shows tbe effect on the tug if the caused by a drop in oil pressure due to the roll), then
starboard engines had failed on the first heavy roll to the engineers must have re-started them very soon
port at 1700. afterwards. The main risk to the tug from engine failure
The last three minutes of the navigation plot shown would have been due to the aft deck flooding as the
on the previous page simply does not fit with the above astern speed built up to 4 or 5 knots and this would
scenario, so I believe that both main propellers were at have persisted for some time before the tow's astern pull
full thrust right up to the capsize and if the starboard slackened off.
engines stopped on the first heavy roll to port (possibly

The effects on the Bourbon Dolphin if the starboard engines suddenly shut down

700 cos a kN

Tug's displacement = 4800 t 700 sin a kN TH = 700kN

Losing the starboard engines would create a net horizontal pull 'TH' of about 700 kN on the tug.
Ifthe tow lead angle 'a' is 30°, then the astern pull = 606 kN & the lateral pull = 350 kN
Force 606
So, the initial astern acceleration = Mass = == 0 . 13 m/ s2
4800
The astern movement would create a stern wave that would increase in size with the tug's speed,
which would reduce the astern acce leration whilst also threatening to f lood the aft deck.

Slope of initial acceleration

,'iii ,~. ., Likely actual build up of astern speed
E
;~QI N
QI
c.
Ill
The initial acceleration would reduce as the water
C ~ resistance increased with the build up of the tug's
a.. t-
a,
....Ill astern speed.
~ o ➔---r-----i----,----,,---,----,--"T""---,r---r--r---►
0 10 20 30 40 so 60 70 80 90 100
Time after the engines failed (seconds)

The loss of thrust from the starboard propeller wou ld have also reduced the lateral thrust against
the tow from the starboard rudder, so the tug would have swung more in line with the tow and so
the heeling moment would have been reduced. However, the starboard rudder would start to act in
the opposite way to normal as the tug's astern speed increased, so, if it was put over as shown
below, then it would swing the vessel's head back to port with water flowing in from astern and so
increase the hee ling moment.

The starboard rudder loses the thrust

from the propeller and so acts in the
opposite way to normal as the water
flow is reversed by the astern speed.
 Chapter 5 - Case studies 147

Bourbon Dolphin
These two views were taken from AHTS Highland
Valour when trying to assist Bourbon Dolphin
regain position. They were taken very shortly before
she capsized.

Left: Bourbon Dolphin with the mooring chain

leading from the work winch via the starboard
guide pins. The environmental load is from the
vessel's port side and it ,s obvious from the calm
water on her starboard side and the waves to port
that the vessel is thrusting hard to port in order to
try and regain heading and move back up to the
anchor run/bearing line. Considerable wash is
evident from the main propellers. It should be noted
that the sea conditions are by no means extreme.
It is said in the accident report that the vessel took
its first heavy roll to port after the inboard
starboard guide pin was lowered allowing the chain
to move violently to port coming up against the
outboard port guide pin which is shown raised.

Below: The vessel is trying to move to port, note

the build up of seas on the port side and the water
cascading out of the port side freeing ports in the
bulwarks. The port quarter is partly wave swept
and considerable propeller wash in evident at the
stern indicating the vessel is using considerable
power.
(photographs by Sean Dickson from the Norwegian
Government Official Report)
148 Part 1 - THEORY

What could have caused the tug to capsize (continued)

If the starboard engines and thrusters were not stopped end of the tow on wire to reduce the tension's
throughout the period between the first and second horizontal pull in order to improve the tug's
heavy roU to port, then the following sequence of manoeuvrability. The master may have consequently
actions fits the evidence much better and so is a more fixed his attention on how to crab the tug back
plausible cause for the tug to finally capsize: towards its intended track by moving slowly ahead
on a more westerly heading whilst the catenary was
1. The master transfers the chain from the starboard increased by paying out the tug's work wire, which
inner towing pin to the port outer pin to give the had already been connected to the mooring chain.
starboard rudder more leverage for swinging the tug's
3. The master almost certainly did not recognise just
head to port. The weight of catenary moves from the
how dose the tug was to losing stability after the
centreline to the stern roller's port edge, so increasing
transfer of the chain lead from the starboard to the
the heeling moment to port, which dramatically
port side of the centreline. He would not have been
heels the tug over when the chain comes up against
alone in not fully appreciating how easy it can be to
the port pin.
turn an anchor handling tug over when it is in a
2. The tug comes upright, possibly due to the master critical stability condition. The crew of the Highland
reversing the thrusters, so he continues with his plan Valour witnessed the capsize at quite dose range and
by increasing the thrust on the starboard engine and the vessel's chief officer stated in his evidence to the
using the starboard rudder to swing the head to port public inquiry that none of the crew could believe
against the tow tension. The tension and heeling that a tug could heel over so suddenly in that way,
moment to port increase as does the load on the nor could they accept that the same thfog could
starboard engine, which consequently falters or faiJs happen to their own vessel. The stability of these tugs
and the tug starts slipping astern. is usually very stiff at moderate angles of heel, but
this is mainly due to the fuJl widt11 of waterplane
3. Starboard engine power is regained, so the master
extending right to the stern, so stability can rapidly
resumes his effort to swing the tug's head to port by
deteriorate if tugs are heeled over much beyond the
using ahead thrust and the starboard rudder. The
point of aft deck edge immersion. The Bourbon
port heeling moment increases due to both the
Dolphin did not have a11 unusually low freeboard at
increased thrust against the tow tension and the tow
the stern when the accident occurred, but it was
lead shifting further to port until the heeling
handling a very high tow tension that could not
moment and wave action capsize the tug before the
really be allowed to develop a strong athwartships
master can react in time to prevent it.
component in its lead.
If the above sequence of events is what actually
One other factor that may have possibly contributed to
happened, then all the master's efforts to manoeuvre the
the accident is that the tug was under joystick control, in
tug out of its difficulties would have made the situation
which case the protocol a111d thrust allocation
worse, rather than better, and he could have prevented
programmed into the system, especially if the auto
the accident at any time to within less than a minute of
heading mode was being used, could have ramped up
the tug capsizing. However, there is no reason to believe
thrust against the tow's tension at the stern more than
he was reckless and so the foll.owing reasons might
the master had intended (see pages 66-72 of chapter 3)
1explain his actions:
and so increased the heeling lever to the point of
capsizing the tug.
1. The master had gone off watch at 1200 when the tug
The master's final action to save the vessel was to
was still holding the line and was not back on the
order the emergency payout on the winch, but this was
bridge to take command of the situation until about
ineffectual because of the slow rate of payout, the
1640, so he may not have fully appreciated the extent
weight of the tow and the depth of water it had to fall
of the problems that the tug had encountered with
through before any part of the catenary landed on the
the current and wind over the previous three and a
seabed. The 1st officer testified that the winch tension
half hours.
reading on the bridge increased to 330 tonnes just
2. By the time that the master was on the bridge, the rig before the tug capsized, which the inquiry considered to
was mainly concerned with the risk of the rug's tow be wildly inaccurate, as the estimated tension was only
fouling the previously laid moorings of anchor no. 3 about 180 tonnes (see page 142). The inquiry expressed
and various suggestions were being passed over the concern about this error, but it illustrates the problems
VHF between the tug and the rig as to how to resolve of keeping tension monitors in calibration (see pages
this problem. The discussion seems to have mainly 120-121).
revolved around which party should pay out their
 Chapter 5 - Case studies 149

What actions would have prevented the cal!_size

---
The tragedy could have been easily avoided if the master so the force and yawing moment acting on the tug
had put the rudders amidships and stopped the bow would have been greatly reduced (see page 26). Seas
thruster, as the tug would then have simply swwng in would probably have come over t11e stern, but no harm
line with the tow's lead and the heeling moment would would have come to the tug providing that the aft deck
have disappeared (this would still have been the case, was kept weathertight. ft would also have been the
even if the starboard engines were shut down). The tug quickest way to reduce the risk of fouling the no. 3
would then have been in a stable condition and held in anchor mooring, which was possibly exaggerated by the
position with ahead thrust whilst the master decided on tow master, as there was no immediate emergency. The
his next move. The first priority would have been to get likely points of contact between the tow and the no. 3
the vessel upright by transferring ballast, after which he mooring were dose to the rig where the two catenaries
could have eased off the ahead thrust to allow the tug to could have brushed against each other, but the no. 3
move slowly astern and then picked up the chain as the mooring was almost directly to leeward of the rig so it
tow tension reduced. The move could have been made should not have been under much load and coul d have
keeping the tow lead angle off the starboard quarter to easily been paid down without causing any risk to tlle
within very small limits to crab the tug stern first back rig, especially as seven of the eight moorings were
towards the intended track, as the wind would now already in place.
have been coming from well abaft the starboard beam,

The possible risk offouling the existing mooring for no. 3 anchor

Tug Tug
, R~

No
Wind = 30- 35 kts I ◄

:,"---.
4-,4
1500 m (approx.)

'--...___ /
#/Ar
~

-I
Chain catenary /

-----1--
t J /i~skzone Wire section
1100m

// for fouling of the existing

T t- ', moorings no. 3 mooring

The risk of damaging the no. 3 mooring by the two catenaries coming into contact would have been
relatively slight, as the chain catenary would only have glanced against the wire part of the no. 3
mooring, which in any case should not have been under much load, because it was leading almost
directly to leeward of the rig and so could have been slackened off.

The NOU report gives no indication as to the tone of before the accident, so it is difficult to say how urgently
lhe VHF conversation between the towmaster on the rig the tug's master was being ordered to move dear of t11e
and the Bourbon Dolphin during the critical half hour no. 3 anchor mooring.
150 Part 7 - THEORY

The towmaster's role

The towmaster on a rig move has overall operational might be argued that if the Olympic Hercules finally
command of the mooring operation and so he is succeeded in laying down the no. 6 anchor and its
responsible for directing the tugs, though he is not held mooring along a reciprocal heading under a similar
accountable for their safety, which rests with the beam current, wind and seas, then any of the other
individual tugmasters. The towmaster in this case seems anchor handlers should have been able to do the same.
to have been only concerned with the rig's safety and But the Bourbon Dolphin was significantly smaUer and
did not appear to give much regard to the problems of less powerful than the Olympic Hercules. Even this tug
the tugs, which I would have thought is avoiding half of only managed to lay down the no. 6 anchor after quite
his job. He was employed as the towing expert, so we a struggle that required assistance from another tug and
might have expected him to have responded to the tug the rig to slack off its end of the catenary so that the
continuing to move further off track from about 1345 vessel could hold the Line heacling to get the anchor
onwards. But, except for ordering the brief halt at about over the stem. Furthermore, although the oiJ industry is
1400 for the tug to attempt to get back on track, he keen on reporting 'near miss' incidents, no analysis was
seemed to be content for the payout to continue even made of the stability of Olympic Hercules to determine
though the tug was still going off in the wrong how dose it was to being capsized by its tow, as the
direction. After the Highland Valour's attempt to assist vessel had to be steered well of the track heading and
the tug had failed, the tow master deemed it too high a was heeled over 12° on occasions by the tow leading off
risk to the no. 3 mooring to allow any further assistance the stern quarter. It may be that the tug retained an
and ordered the Bourbon Dolphin to move west, though acceptable level of stability throughout the tow, but
it should have been obvious that the tug could not carry nobody seemed to check whether or not this was the
on with the job unaided. case.
I cannot help but question why the effort to run out The Olympic Hercules is an Ulstein AlOl design,
the no. 2 anchor moorings was persisted with for so which is essentially just a larger version of the Al02
long after it became obvious that the tug was having design of the Bourbon Dolphin and the following table
such clifficulties in the prevailing weather conditions. It compares the two vessels' capabilities.

Comparing the vessels' capabilities with data from the Ulstein specification sheets

Bourbon Dolphin Olympic Hercules

LBP (m) 67.0 72.7
Beam (m) 17.0 20.0
Maximum draft (m) 6.5 7.5
Maximum displacement* (t) 5054 7444
Main engines (kW) 4 X 3000 4 X 4320
Shaft generators (kW) 2 X 3000 2 X 3500
Auxiliary generators (kW) 2x875 1 X 2000, 1 X 700
Main propeller thrust (kW) 2 X 6000 2 X 8600
Bow tunnel thrusters (kW) 1 X 880 1 X 1200
Bow azimuth thruster (kW) 1 X 880 1 x1100
Stern tunnel thrusters (kW) 2 x590 2x883
Maxim um bollard pull (t) 194 270
Maximum winch
pick up tension (t) 400 400

* The maximum displacements are calculated by assuming a block coefficient of 0.666

 Chapter 5 - Case studies 151

The tug's capacityfor carrying out the anchor deployment

The Rig Move Plan, or 'RMP', took into account that the operator's representative who presented the tug's deck
deployment of an anchor and its mooring was likely to officers witl1 the rig move particulars. The master claims
be beyond the capability of a single anchor handler, so to have expressed serious doubts to the representative
it provided for a second tug to assist in deploying the that the Bourbon Dolphin wouJd be capable of acting as
anchor. Consequently, two tugs were assigned to each a primary vessel due to the high bollard pulls
anchor deployment, namely the primary vessel, which demanded, particularly for breaking out me anchors for
was to run out the mooring and pay down the anchor, recovery before moving the rig to its new site. The
and an assisting vessel that grappled the chain about Bourbon Dolphin was subsequently designated as vessel
300 metres astern of the primary tug to relieve it of 'C', which the master took to mean that it would only
some of the tow tension so that it could be lined up be used as an assisting vessel. However, the rig
with the tow lead whilst the anchor was being put over operator's representative denies that the master raised
its stern roller. The RMP allocated the roles each vessel any concerns during the meeting and, furthermore, he
was to play, so anchor handlers 't< and ' B' in the plan claims to have told the master that the vessel 'C'
were to act as primary vessels, whilst anchor handlers 'C' designation did not exclude ilie Bourbon Dolphin from
and 'D' were designated as assisling vessels. The master being used as a primary vessel.
of the Bourbon Dolphin during the first stage of the The d iagram below shows the tug's generating
operation attended a pre-operation briefing with the rig capacity and thrusters given in its specification sheet.

The power provision of the Bourbon Dolphin

Winch power = pick up speed (m s) x tension (kN) = 18

60
·
7
X 400 X 9.81 = 1223kW
Tow & anchor handling winches --.---, r--t-.....,...--...._
(approx. 2 x 1250 kW)

The winches would only draw about 1250 kW

when picking up at their maximum rated load
and speed.
-', ){-r-------~--
~~----
,-, I I - - -- ~ - - - - - - ~I - -
I - ' ----T ____ JI
,_, _J _ _ .__ _ - - - - - - _j _ - - - - - - ~ - - - - - - J_ - - - -f - -
I I I
_ I 1:.::1a-~.,,.,
...
.! ...
- CII
CII "'tl
...
Ill
3
c.
e "'tl 3S ~ CII
Ill

c. ... ::i ~
0
"'...CII o•=
0 b,O
c.~ 0 C 0 C
,.,, QI
u:: 0 CII
,.,, b,O
c.c >< "i
>< ~
e"' ·-
·- b,O N Ill
.c N n, >< -~
.s::. ..,,c
>< ~ Ill
N
152 Part 7 - THEORY

The tug's capacity for carrying out the anchor deployment (continued)
The power management could be operated either to which case the bollard pull could be considerably
provide maximum power to the main propellers to the reduced. The configurations for these two modes on the
maximum bollard pull, or to provide the auxiliary Bourbon Dolphin, as outlined in the NOU report, are
thrusters and winches with their maximum power, in shown in the following diagrams.

An example of how a tensiometer could be attached to the tow wire

PMS mode 1 - Maximum power available to the main propellers
The auxiliary generators supply all electrical loads except the bow and stern tunnel thrusters.
The shaft generators supply the bow tunnel thruster demand, which is linked to the main propeller pitch
control, so the bow tunnel thruster demand is reduced whenever there is not sufficient power to meet
both the main propeller pitch and the bow thruster settings.

-.... """
,z-o
Ill
2 10
10 I

.... """
.t:.
I Main thrust
C I I
·;; I I
E 1 B'ow tunnel
Winch ~ ....,......__ _ _ _ _..,,.t,hruster
1

i:o
0 12000
Stern thrusters are disconnected, as they are ineffective when Main engine power (kW)
the main propeller thrust is high.

PMS mode 2 (the AUTR max mode) - Maximum power available to auxiliary thrusters
The auxiliary generators supply all onboard electrical demands except the thrusters and winches.
Each main propeffer pitch control is linked to sensors on its shaft generator to detect the load on its
generator. As the shaft generator load rises, so the sensors reduce the maximum propeller pitch to protect
the power supply to the auxiliary thrusters and the main winches.

- -------1
@ Main thrust
- - ----- - ~I Auxiliary
thrusters
I &winches

12000
This mode is used for manoeuvring the tug mainly by the Main engine power (kW)
auxiliary thrusters with low loads on the main propellers.
The bow azimuth thruster is available in both modes to provide up to about 14 tonnes ofthrust that can
either be directed to augment the main propeller thrust or to produce lateral thrust.

Mode 1 would have been the most suitable option to use producing stem lateral thrust. The azimuth thruster is not
for handling a heavy catena1y, as this gives the maximum dependent on main engine power in mode 1, so it is
power to the main propellers and still retains full power always available to provide thrust at the bow in any
available to the bow tunnel thruster up to about 165 direction. However, a previous 1st engineer testified to
tonnes of bollard pull, if the stern tunnel thrusters are the inquiry that it was nonnal to use mode 2 for anchor
disconnected. These would be ineffective at high levels of handling (possibly because it was more compatible with
thrust from the main propellers due to the 'Coanda effect' joystick control?) whkh would have severely restricted
(see page 16 ), so the rudders would be better at the tug's ability to handle the tow it was dealing with.
 Chapter 5 - Case studies 153

The tug·s capacity for carrying out the anchor deployment (continued)
The highest tension that the tug alone could have was vertically above its seabed position). The calculated
been expected to withstand during the deployment of bollard pull and tension for this stage of the operation
anchor no. 2 would have occurred when the mooring is shown in the following diagram.
catenary is stretched out to range (i.e. when the anchor

Paying down the anchor and stretching out the catenary

The following diagram shows the data provided by the rig move plan (RMP) which calculates the tension
at the stern of the anchor handling vessel (AHV) and its required bollard pull. As soon as the anchor is
over the tug's stern, the vessel moves ahead whilst paying out the paydown wire as the rig pays out the
mooring wire attached to the two sections of mooring chain.
The catenary stretched out to range with the anchor over its seabed position
Tu:~ 3600 m Jig
' .
The tug putting the
-~
650mx84mm
anchor over the stern --. I
I
paydown wire . 914m x 76mm 914m x 84mm
I
I
chain + chain 1725m x 96mm I 1106m
mooring wire I
12t Anchor
(in water)
I
I
I

Anchor position
11 - - - - - - - - - - - 3125 m - - - - - - - - - - -

TH @ the tug's stern (i.e. bollard pull) = 160t

Forces acting at
the tug's stern Applying Pythagoras' principle
Tv =JT2 + TH 2 =J2442 - 1602 == 184t

T @ the tug's stern (i.e. tension) = 244t

Tv @thetug

At first glance, the operation should have been the operation. This would have been under easier
within the Bourbon Dolphin's capabilities if the power conditions than those prevailing at the time of the
management had been arranged for mode 1, as shown accident if the current, wind and seas were still from
o n the previous page. However, evidence given to the the SW on the 11 th April, as the no. 3 line is orientated
inquiry suggests that the power supply was configured NNE/ SSW so all the environmental forces would have
fo r the mode 2 option at the time of the accide.nt, been almost from dead astern and would not have
though this cannot be known for certain. Furthermore, produced large yawing moments (the report does not
the bollard pull stated in the tug's specification sheet state what the weather was like on the 11th April).
was the absolute maximum that could be achieved in It is impossible to say whether or not the tug
calm conditions with the tug in direct alignment to the could have run out the anchor and its moorings if it
tow's lead. Effective bollard pull is reduced by putting had been handled differently, but the fact that it was
the rudders over at any significant angle to point the consistently going in the wrong direction with its
tug's head to windward of the intended track in order thrusters overheating due to continuous running at
to counter any downwind drift. The tug ran out and high loads strongly suggests that the way that the tug
deployed anchor no. 3 as the primary vessel on the was being operated put it very dose to the limits of its
previous day, but it had encountered difficulties during capabilities, if not actually beyond them.
154 Part 7 - THEORY

The tu 's stability characteristics

The vessel was a standard Ulstein Al02 design that was (see page 39) with a wavelength equal to twice the
fitted by the shipyard with a more powerful and heavier width of the tank, so the time taken to move from one
winch package than standard at Bourbon's request, so side of the tank to the other depends on the tank's
the lightship 'KG' was higher than for the standard width and the depth of water. The tank will only work
design. Masters found that it was necessary to retain an against the rolling motion when the tank's 'slop'
exceptional amount of fuel onboard as ballast and limit period is the same as the vessel's roll period, which is
the use of the anti-roll tanks in order to maintain determined by the vessel's 'GM' and beam (see page
adequate stability. 44 ). The ship's natural roll period increases as its 'GM'
Passive anti-roll tanks work by being partly filled reduces, so there is a 'GM' value at which the tank
with water to a prescribed depth so that the water should be emptied because the ship's roll period is
slopping from one side of the tank to the other lags sufficiently longer than the slop period of the tank for
the ship's angle of heel by 90° as it rolls (i.e. water the wave to move in phase with the roll and so act as
always flows uphill against the ship's rolling motion). a normal free surface that is reinforcing the roll rather
The water is actually moving as a shallow water wave than reducing it.

The action of a passive anti-roll tank when synchronised with the ship's roll period
G) Vessel at maximum heel to port 0 Vessel rolling back to starboard
d0 d0
dt = Zero dt increases

Wave.

0 Vessel at maximum heel to port 0 Vessel rolling back to starboard

Wave.

The arrangement of anti-roll tanks on a cargo ship with fuel in double bottom tanks
The tanks are intended to ease the rolling motion when the ship is fully laden with a large 'GM'.
Anti-roll tanks in vertical Fully laden
alignment and amidships condition
The tanks' roll
damping response
Flume tank to
be emptied
I
'GM '
Roll period
The range of maximum responsiveness
that can be achieved by adjusting the
tank's operating level
 Chapter 5 - Case studies 155

The tug's stability characteristics (continued)

The anti-roll tanks on the previous page are built into be empty, as well as the conditions in which the tanks
the hull's midships region because this is where the tank can be used. Anchor handling presents a particular
width and roll damping effect are greatest, whilst the problem when the tug's stability is reduced by the tow
tanks can be emptied without greatly affecting the trim leading out to one side of the centreline (as explained
as the ship's 'GM' reduces with fuel being consumed on jn chapter 4 and shown again on page 144) but the
a long passage. The anti-roll tanks are designed to suit stability book provided for the Bourbon Dolphin (and
the ship's normal operating range ofstability conditions possibly many other AHTS vessels) did not include
and this should be the case for anti-roll tanks fitted to realistic loaded conditions for the vessel engaged in
any vessel, so the tanks on the Bourbon Dolphin were anchor handling, nor did it seem to contain ship-
probably somewhat compromised by the vessel having specific instructions regarding the use of the anti-roll
a higher lightship 'KG' than the standard Ulstein design. tanks. Previous masters had learnt not to use the anti-
Anti-roll tanks can be Li-shaped and are not always roJI tanks whilst anchor handling after experiencing
located amidships but, whatever the particular some unsettling angles of heel and this was passed on
arrangement is, ship's officers must be provided with in the hand overs between masters, but it was not spelt
operating instructions regarding the appropriate fill out clearly in the tug's official documents. If the anti-
levels and the stability conditions in which the tanks are roll tanks were in use when the vessel capsized as the
to be kept empty. The instructions must obviously be surviving 1st officer said in his evidence, then the
specific to the ship and the range of loaded conditions master had significantly reduced the tug's residual
given in the approved stability book should include stability, which might have been a crucial factor in the
typical examples of conditions in which the tanks must rug rolling over.

The NOU inquiry's findings and recommendations

The NOU inquiry found that the following causes were 1. The stability implications of fitting the tug witl1 a
directly responsible for the tug capsizing: heavier and more powerful winch set were not fully
l. The tug was operating in marginal weather appreciated by the tug's owners and the builders did
conditions with the wind, seas and current all not provide the masters with sufficent snip-specific
coming from a particularly unfavourable direction guidance on how to manage the vessel's stability
relative to the tug's track. during anchor handling operations, particuarly with
2. The tug's stability was marginal for the weight and regard to tl1e use of the anti-roll tanks.
horizontal pull of the tow it was handling. 2. The hand-over period to a master new to the tug was
3. The tug's heading in the attempt to move towards the considerd to be far too short, as he had come from
intended track put the tow's lead to port of dead being master of a larger tug and was possibly too
astern, which created a severe heeling moment. used to its ability to withstand heeling moments,
4. Transferring the tow from the starboard inner towing which would have been significantly greater than
1 that of the Bourbon Dolphin.
pin to the port outer towing pin increased this
heeling moment to the extent of putting the tug in a 3. The cenificating authorities did not fully check to
critical situation. ensure that the vessel's documents concerning its safe
operation complied with the appropriate legislation.
5. The tug capsized because tl1e master lost the
4. The rug's specification sheet used for marketing the
manoeuvrability necessary for getting the tug out of
vessel gave its bollard puU as 194 tonnes, but did not
this critical situation when the starboard engine
explain that this was only available in flat calm
failed. This contradicts my possible scenario on page
148 (see also pages 145 & 146), wh.ich argues that it conditions that required no lateral thrust and that
was increasing the thrust against the tow's tension bollard pull could be reduced to as little as 125
tonnes in unfavourable conditions. This could lead
that capsized the tug, rather than a sudden loss of
thrust. potential customers to believe that the tug was more
powerful than it actually was.
6. A misunderstanding of how the winch brake
emergency release worked, resulting in a belief that 5. The rig operators did not seem to be duly concerned
operating it would prevent the tug from capsizing. about the need to make a realistic assesment of the
chartered tugs' capabilities and appeared to simply
The report also identified some failings in the rely on the bare bollard pull data given on the
procedures of the various parties involved in the tug's vessels' specification sheets. As sud1, the RPM made
building, operational management and the rig move no allowance for the conditions that would require a
itself that it considered to indirectly contribute to the heavy use of lateral thrust, which would reduce a
accident occurring. These criticisms included the tug's bollard pull to the extent that it could not
following: continue with the operation.
156 Part 7 - THEORY

The NOV inquiry's findings and recommendations (continued)

6. The daily reports from the tug to its management realistic loaded conditions, which should include
ashore did not keep the latter fully informed of the any restrictions on the use of ballast and anti-roll
problems that the tug had encountered earlier on in tanks when anchor handling.
the rig move, so the management was not in a 3. Companies operating anchor hand Iing vessels
postion to offer any practical advice. should provide their deck officers with simulator
7. No effon seems to have been made on the rig to training that reaJistically reflects the forces they can
evaluate the problem that the Olympic Hercules had in expect to deal with on these operations and is
deploying anchor no. 6, so no consideration was preferably carried out on ship-specific simulators.
given to what implications this might have on the 4. Masters new to an anchor handling vessel should
smaller and less powerful Bourbon Dolphin when it have a period of familiarisation with the master that
attempted to run out out anchor no. 2 in similar they are relieving before taking command of the
conditions. The rig's Offshore lnstaUation Manager vessel.
(OIM), who was ultimately in charge of the rig, was 5. An anchor handling vessel's bollard pull certificate
not even informed of the difficulties that the tug had should include the reduction in bollard pull due to
encountered. the shaft generators drawing power, as well as the
8. The towmaster seemed almost indifferent to the maximum sustained bollard pull from the main
Bourbon Dolphin drifting way off to the east of the track propellers without load on the shaft generators.
and there is no evidence of him discussing the 6. All the functions of a winch system should be tested
possibility of aborting the operation with the tug, even to their maximum operational capacities and
though it must have been glaringly obvious that the certified as such before being installed on a vessel
vessel was highly unlikely to be able to complete the and the emergency release should be designed in
anchor deployment in the prevailing conditions. The view of the need to relieve tension on the winch as
report concedes that the tug's master was ultimately soon as possible. This may not be as simple as it
responsible for the safety of his vessel and towmasters sounds because of the risk that a completely freely
told the inquiry that they would have had no problem rotating drum will accelerate to a point where it is
with the tug's master calling a halt to the operation. throwing off turns of wire faster than they are going
However, the operation was a joint effon and the overboard and, as such, the slack wire around the
report expressed surprise that the towmaster seemed wind1 may foul up with some part of the ship and
to be such a passive observer content to leave so much so stop the payout.
of the active decisions to the tug, which contractually 7. Winch operators should hold a certificate stating
was the junior partner. I cannot help but believe that that they have successfully completed a formal
its officers would have almost invariably sensed a training course.
commercial pressure to try to complete the job. 8. The feasibility of providing the machinery spaces
9. Although the failed attempt by the Highland Valour to with an emergency exit through the bottom of the
assist the Bourbon Dolphin and the near coll ision hull should be considered as a means of allowing
between the two tugs did not directly lead to the the engine room staff to escape a capsized vessel,
accident, it almost certainly unsettled the bridge though the inquiry realises that this presents
team whilst also providing further evidence that the considerable technical problems.
job was going seriously wrong. Somebody should 9. The method for securing the life rafts and emergency
have taken it as a sign to abort the deployment and transponders should be such that they will release
concentrate on moving the Bourbon Dolphin into a even when a vessel is upside down, as only one raft
safe and stable situation in which it could await for came to the surface after the capsize.
the conditions to improve. The report conceded that 10. The design of survivaJ suits should be considered, as
the towmaster was primarily responsible for the rig, the suits supplied to the Bourbon Dolphin were
but the same man was also the oil company's dificult to put on quickly and only the people who
representative for the rig move and so his just used llfejackets actually survived.
responsibilities ex.tended to the safety of all the 11. Anchor handling vessels should be provided with
personnel involved in the operation, which included ship-specific safe operating procedures.
those on the tugs, so he could have taken the 12. Rig move plans should reflect realistic assessments
decision to abort the deployment. of the forces that the anchor handling tugs can
expect to encounter whilst also stating the limiting
The report made several recommendations, which conditions for the operation to continue.
included the following: 13.The rig operator should provide the vessels with a
copy of the proposed RMP in advance of the pre-job
1. A vessel engaged in anchor handling should comply meeting, so masters can assess the risks and
with the minimum stability critria explained on capabilities of their vessels to fufill the tasks
page 105 of chapter 4. allocated to them and have the opportunity to
2. The approved stability book of anchor handling question the RMP at the meeting. The rig operator
vessels should contain ship-specific information on should be provided with the job-specific risk
the limits of its anchor handling capacity for given assessment from each vessel.
 Chapter 5 - Case studies 157

14. Good communications between the vessels and the regulations), nobody would have wasted any precious
towmaster in a common language should be time trying to get into them. On the other hand, in
maintained throughout the operation to keep aJJ different circumstances they would be life saving. Quite
parties up to date with what is happening and to a lot of the other recommendations boil down to asking
inform everyone of any unexpected problems that people to exercise common sense and behave in a co-
might have arisen. Responsibility for the safe operative way towards each other. Attempting to
conduct of the operation should extend beyond any regulate for such aspirations often results in people
one person's own individual concerns. being more concerned about obeying the letter of the
15. 'Attention zones' bounded by lines drawn either side law, rather than its spirit.
of an intended track should be included in the RMP However, providing vessels with ship-specific
and a tug should report to the rig why it has moved info.rmation regarding the power management systems
outside this zone when running out an anchor and how to avoid getting ioto a critical stability
mooring. The towmaster should demand the situation is exceedingly sensible and possibly long
reasons if the tug does not report them and apply overdue. These include the minimum acceptable
the measures given in the RPM if the vessel is unable stability criteria and dear ship-specific guidance on the
to keep within the zone. acceptable load conditions for anchor handling.
Stability computer software should also include the
Of course, these are just recommendations with some facility for calculating the heeling arm due to the weight
being more practical and helpfuJ than others. Some of the tow acting off the centreline with its horizontal
would be dificult to implement, so for example, it is not pull at different lead angles off the stern quarter.
easy to quantify the precise condWons at which a tug Anything that helps the master avoid capsizing a tug
would be un able to car ry on with the job. Sea is probably more useful than trying to improve survival
conditions for a given wind speed vary widely with equipment onboard the tugs because a capsize occurs in
factors such as fetch, water depth, the duration of the seconds and so, with the best will in the world, the
prevailing wind, the distribu tion of nearest land etc. chances of the crew getting off the vessel before it turns
whilst the effect the wind and seas have on a vessel upside down are very slight. I suspect that the only
depends on its direction relative to the vessel's heading reason so many of the crew survived the capsize of the
and its roll and pitch characteristics. I also suspect that Bourbon Dolphin is that they were alerted to the danger by
it would be difficult to ma ke a survival suit that is easy the first severe roll to port when the tow was transferred
to put on and effective against prolonged immersion in across to the port side and then acted on their intuition
cold water. If they had not been onboard (due in part to rather than following any laid down procedures.
 Part 1 - THEORY

Concluding comments regarding the two accidents

Although lhe two accidents occurred in very different engaged in a war or some other such life and death
circumstances and the Bourbon Dolphin was a very affair.
different AHTS vessel to the Stevns Power in terms of its Modern anchor handling tugs are very sophisticated
size and complexity, one thing both losses have in powerful vessels with complex control systems and
common is the almost total disregard shown by the rig's equipment, but with a crew of only 12 or 14 persons
towmaster and the pipe layer's chief officer respectively who have to do everything necessary to keep the vessel
to the clifficulties that the tugs' crews we.re experiencing. running that includes maintaining the provision of hotel
lt see.ms to me to be very wrong that the otherwise services, electrical supply, etc., as well as carry out the job
commendable spirit of 'keeping the show on the road' in hand. lt is a demanding job that requires a lot of
to get the job done should have been so ill served by an technical skills as well as being nifty on your feet when
industry that appears to regard the terms of a contract as the tug is rolling and pitching about in a sea. lt must be
a subsitute for any sense of moral responsibility towards in the interest of the industry as whole that there is a
personnel at the lower end of the operational command continual supply of recruits being trained in the
chain. This is not to say that tugs' crews have no necessary skills, many of which can only be properly
responsibilities, but the offshore industry is only about learnt through experience onboard the vessels under
forty years old and the crews that acquired considerable appropriate supervision, which requires some slack in
experience in its early days are retiring, so the industry the operation. Tugmasters may have to be prepared to be
must realise it cannot expect to always charter a vessel more assertive if the offshore unit they are working with
with a seasoned crew and it should be prepared to make is not willing to be reasonable. For example, the master
some allowance for the training of new personnel. The of the Stevns Power could have used the tug's ahead power
chief mate who joined the Stevns Power without any at the beginning of the anchor recovery to prevent its
anchor handling experience did have considerable astern speed rising to anywhere near 8 knots. Obviously
towing experi.ence and it is quite likely that he would turning the job into a tug of war is undesirable, but it
have acquired the necessary skills for anchor handling may be the only way to make the other party co-operate
relatively quickly if he had been given half a chance. The and it would be the master's duty to do this if the normal
Castoro Otto was only laying a pipe line: it was not practice was endangering his tug and crew.

References used in the writing of this chapter

Stevn.s Power - Capsizing and founde1ing during a.nchor The loss of the Bourbon Dolphin on 12th April 2007
handling operation on 19th October 2003. Casualty (English translation). The official NOU Report issued
report issued by the Danish Maritime Authority, June in 2008 and extracts from the transcripts of witness
2004. evidence given to the public inquiry.

All the opinions and suggestions stated in this chapter are solely those of the author.
Appendix to Part 1
Possible improvements to AHTS vessel safety

The foUowing list consists of suggestions for improving for hooking an anchor buoy could be quickly
the safety of AHTS vessels and their crews, though I increased for the towing operation after the buoy has
accept that some of them would present practical b~en brought onboard.
difficulties to implement.
4. It may be possible to enhance the range of stabi lity
l. Stability software for anchor handling vessels should by fitting the tugs with 'stability towers' (i.e.
include the facility to enter a tow's weight, horizontal weathertight casings) on the outboard sides of the
pull and lead angle from dead astern so that the stem to provide reserve buoyancy when the aft deck
programme can caJculate the heeling lever when the edge is submerged. These could be used for deck
tow leads off the stem quarter. This is relatively easy stores whilst also enclosing the emergency escape
for programmers to do and is probably already from the steering compartment, but the access doors
incorporated in the latest versions of such would have be kept closed when tJ1e tugs are at sea,
programmes, but older versions should be updated. especially during towing operations. The towers
should be located as close to the stern as is possible
2. Lt should be possible to incorporate load cells into whilst still allowing offshore stern lines to be run out
the stern roller bearing supports to measure the and made fast when the tugs are tied up alongside.
weight of the catenary and strain gauges into the
towing pins to measure its horizontal pull. Keeping 5. The stowage and hydrostatic release arrangement for
these in calibration presents similar difficulties to life rafts sited at the outboard extremities of the
calibrating the tension sensor at the winch with the ship's sides should incorporate a spring mechanism
extra problem that the stern roller is often subjected to eject the raft's outboard when tJ1ey are released
to a considerable amount of physical abuse (though underwater. Such systems are already in use on some
the read outs of such a system would not depend on fishing vessels and so fitting them to existing AHTS
spooling) . vessels would be relatively easy and inexpensive.
However, the rafts are only of any use to crew who
3. Tugs could be built with trimming tanks of at least 30 have managed to get into the water after the vessel
tonnes capacity at the stern and bow and a powerful has sunk, so it is better to avoid capsizing the tug in
transfer pump so that the low stern freeboard needed the first place.

Stability towers for enhancing stability of an anchor handling tug

Stability towers at
the outboard edge s
of the aft deck

The stability towers should be designed in a way that does not impede securing the offshore stern lines
when the vessel is alongside in port. The towers can also be used as store rooms, provided that they are
kept weathertight at sea, especially during anchor hand/ing operations.

159
160 Part 1 - THEORY

Final moments - loss ofStevns Power and Bourbon Dolphin

Stevns Power
Sketches by the Chief Officer ofthe ROV Vessel Inspector
showing how the Stevns Power heeled over and sank stern
first (from the Danish Maritime Authority casualty report).

Bourbon Dolphin
The Bourbon Dolphin after capsizing.
 PRACTICE
Practical guidance during anchor handling
and towing operations

/vl. Hancox

Chapter 1 Introduction 163

Chapter 2 Basic operational cautions - summary from Part 1 166
Chapter 3 Summary of the key points of Part 2 167
Chapter 4 The behaviour ofAHTS class vessels when going astern 174
Chapter 5 Bollard pull certification 177
Chapter 6 Turning and manoeuvring modern anchor handling vessels 178

Chapter 7 The AHTS design and towing operations 193

Chapter 8 The dangers of very high loads during deep water anchor handling operations
198

Chapter 9 The dangers of high speed manoeuvring during Jay barge operations 202
Chapter 10 Some operational characteristics of modern high powered AHTS type vessels
207
Chapter 17 Anchor handling loads - basic data required and how to use it 210
Chapter 12 Calculating anchor handling loads 214
Chapter 13 Guidelines on when to start, cease and re-evaluate the safety of an anchor
handling operation 226
Chapter 14 Two-boat anchor deployment/ recovery operations - management of risk 230
Chapter 15 'load sharing' mooring operations - particular risks 234
Chapter 76 The responsibilities of personnel in charge of anchor handling and towing
operations 240
Chapter 77 Instructions to towmasters and rig movers 242
Chapter 78 Ship knowledge and practical ship handling exercises 243
Chapter 79 Offshore construction operations 247
 Introduction

Bl'idi e automation dangerous task. The lack of manual practice on deck,

due to automation, results in the same risks that over-
The modem anchor handling tug has become a very automation on the bridge does.
complex and highly sophisticated vessel. The
introduction of semi-automatic control systems for
manoeuvring the vessel has led to what may be Risk evaluation
described as 'automation laziness'. This is characterised
by using the systems available which give the least The anchor handling tug, in most of its operations, is
physical fatigue to the operator. It is obviously much the 'servant' of the vessel it is working with. It performs
less fatiguing to use the joystick for manoeuvring the the given tasks as directed by some authority on that
vessel than having to cope with the multiple levers and vessel. There is an expectation in the offshore oilfield
knobs on the control desk of an AHT with two bow that an anchor handling tug, instructed to carry out a
thrusters, stem thrusters, independent rudders and twin given task, will perform it. An AJ-IT which uses excuses
propellers. such as 'the joystick system has broken down' or 'the
There may be times when this is appropriate, but as deck manipulator is out of action for six hours' or
was pointed out in Part One, Chapter Three, a lack of using a pelican hook is 'not something we usually do',
understanding of the operation and limitations of may not be received very well by those charged with
automated control systems can place the vessel in a getting a drilling rig moored up. In addition,
potentially dangerous situation, whereas had the vessel circumstances may arise when it is vital for the safety of
been in full manual control the circumstances would the vessel (and its crew) that the Al-IT gets on with the
not have arisen in the first place. job despite some of its 'toys' being non-operational or
Automated systems fail and when they do, the vessel defective.
should still be able to carry out her full functions There are obviously circumstances when the master
without them. If those responsible for operating the of an Al-IT has to call a halt to operations his vessel is
vessel have not practiced handling their vessel in full engaged in because it is approaching the limits of its
manual control under all her operational duties on a capability. In the older generation of work boats (those
regular basis, they place their vessel and themselves at buill between 1970 and 1990), the operational limits of
serious risk given the right combination of factors. them were quite well understood and it was often
obvious to all concerned that a particular boat or
operation had to cease, particularly due to deteriorating
Worlcin d«k automation weather. Many of the modern fleet are so large and
powerful that this perception of when to stop is not so
There is a trend in modern AHTS design to remove the clear cut nor obvious, especially to those in charge of a
men from the working deck by fitting remote control given operation. It should be remembered that
systems. The hydraulic shark jaw and guide pins are environmental forces, wind, wave and current, increase
now common. Newer equipment such as remote as a squared function. Thus a vessel working quite
'manipulators' for making and breaking connections satisfactorily in a steady 30 knots of wind and a
between wires, handling anchors on the deck and other significant wave height of 3 m may suddenly be placed
tasks are also features found on many newer vessels. over the limits of its capability ( for the task it is engaged
These devices are useful, labour-saving and do remove in) by sudden increase in wave height to 4 m and wind
the human from what can be a highly dangerous increase of 40 knots. A failure to understand this may
workplace, but they also diminish the skills level and lead to overconfidence in the ability of a particular AHT
the need for the development of a sense of how to to carry out a given task and place the AHT and the
properly judge risk when faced with a potentially operation at serious risk.

163
Maersk Battler - sister ship of Stevns Power. One offive sister ships built in 1976177 and specially designed for anchor
handling operations. They have limited deck space and no bulk storage capacity .
A particularfeature ofthe design is the location ofthe guide pins (raised) which are inboard of the shark jaws (lowered below the
pennant wire connection just forward of the stern roller. This was thought desirable in order to facilitate decking 'suitcase type' anchor
buoys, especially for lay barge anchor handling operations.
Another feature is the grooved stern roller, to assist in keeping the work wire/anchor pennant centred on the roller which is straight
in design without chamfer.
The vessel has low freeboard on the working deck and low bulwarks and crash rails. The towline can be worked from aft to a pom;
at 90 degrees to the large fixed 'gog pod' visible in the middle ofthe main deck. When the vessel is anchor handling, this pod is
unbolted and moved off to the side of the working deck. (photograph by Michael Hancox)

Swire Pacific D Class. This newbuild class is an example ofthe very modern anchor handling tug supply vessels now coming into
service. The vessel can be designated 05\1, offshore support vessel, able to assist in offshore construction operations. See section 19
Note the contrasts in design features with the Maersk Battler. (courtesy Swire Pacific Offshore)
 Chapter 7 - Introduction 18

Vesset3,SOO!'Tonnes:Ca
'1ESS1:.l \NfORMl>.i\ON Stem Roller: HowSate doub\e stem rn\\er, l x 3 m
Built: \.lnder con5truct'1on - Orydocl<.5 \Nor\d length x 4.5 m diameter, S\Nl 750
(Singapore). delivery scheduled for tonnes
December 2010 Tow Pins/Guide Pins:Karmoy 2 sets of combined Towing Pin
Flag: Singapore and Karm Forks, each unit comprises
Call Sign: 9VFWS one pair of tow pins and one fork, SWL
Classification: ABS + A1 + ACCU - Offshore Support 650 tonnes
Vessel & Towing Vessel ES, +AMS, ICE
CLASS CO DECK MACHINERY
Tuggers: RRM, 2 x 24 tonnes, capacity 600 m of
DIMENSIONS 76 mm wire each; Locally, portable and
Length, overall: 87.8 metres wireless control
Length, BP: 75.6 metres Capstans: RRM, 2 x 15 tonnes with warping head
Breadth, moulded: 20.0 metres and drum; Drum capacity 45 m x
Depth, main deck: 9.0 metres 20 mm wire; Locally, portable and
Maximum draft wire less control
midship: 7.5 metres Windlass: RRM combined windlass/mooring winch
Duty on warping ends is 13 tonnes @
CAPACITIES
0- 1Sm/min
Deadweight
Duty on cable lifters is 1 0 tonnes @
(maximum): 3,500 tonnes (approximately) 0-16.5 m/min
Clear Deck area: 35 m x 16 m = 560 square metres Duty on mooring drums is 16 tonnes @
(approximately) 0-13m/min
Deck Cargo: 1,500 tonnes (approximately - C.G. at Crane: RRM 1 x Cargo Rall double jib crane
0.9 m above deck)
maximum working radius 14.3 m
Fuel: 1,S50 cubic metres (dedicated) minimum working radius 3.2 m
1,964 cubic metres (including the
SWL of 3 tonnes@ 10-14.3 m
combination Base Oil tanks) SWL of S tonnes@ 3.2-10 m
Potable Water: 807 cubic metres 1 x provisions crane, knuckle type,
Ballast Water/
capacity 5 tonnes @ 15 m radius
Drill Water: 2,474 cubic metres winch hook travel of up to 1,000 m
Brine/OMA/
Glycol/liquid Mud: 891 cubic metres - s.g. of 2.5 DISCHARGE PUMPS
Bulk: 230 cubic metres (approximately 8,100 Potable Water: 1 x 150 cubic metres/hr - 9.0 bar
cubic feet) total capacity in 4 tanks (90m head)
Ship's Stores: Freezer: (-25 degrees Celsius) - Drill Water: 1 x 150 cubic metres/hr - 9.0 bar
approximately 20 cubic metres (90m head)
Cooler: (+4 degrees Celsius) - Fuel Oil: 1 x 150 cubic metres/hr - 9.0 bar
approximately 24 cubic metres (90m head)
Provisions store: approximately 75 Liquid Mud: 1 x 75 cubic metres/hr - 18.0 bar
cubic metres Brine/Mud: 1 x 75 cubic metres/hr - 18.0 bar
Base Oil: 1 x 150 cubic metres/hr - 9.0 bar
MACHINERY (90m head)
Main Engines: 4 x 4.466 BHP = 17,864 BHP Cargo Flow Meters: Fuel Oil and Fresh Water
Propulsion: 4 x MAN/B&W 9L 27/38 GO
alphatronic CPP propellers in MAN PERFORMANCE
nozzles Speed/Fuel Maximum speed 17 knots @ 100%
(Reintjes twin in single out reduction Consumption: MCR, approximate consumption is 59.0
gearbox) tonnes/day
Bow Thrusters: 1 x 880 kW (1,200 BHP) Brunvoll Economical speed 12 knots,
tunnel thruster, approximately 13.0 approximate consumption is 22.0
tonnes thrust tonnes/day
1 x 880 kW (1,200 BHP) Azimuth drop-
down thruster EXTERNAL FIRE FIGHTING
Stern Thrusters: 2 x 880 kW (1,200 BHP) Brunvol I Capacity: 2,400 cubic metres/hr, independent
tunnel thruster, approximately 13.0 from propulsion engines
Monitors: 2 x 1,200 cubic metres/hr
tonnes thrust
Shaft Generators: 2 x AEM shaft generators, 2,800 kW, Throw Length: 120 m
3,500 kVA each, 440 V, 60 Hz Throw Height: SO m
Auxiliary Generators: 1 x Caterpillar diesel generator, ACCOMMODATION
1.425 kW, 440 V, 60 Hz Berths: 29 x 1 man (single) cabins
Capable of driving FiFi pump 2 x 2 man (double) cabins
Energency 1 x Caterpillar diesel generator, 3 50 kW, 1 x 4 man cabins
Generators: 440 V, 60 Hz (Emergency/Harbour 1 x Client's office
Generator) 1 x Messroom
TOWING AND ANCHOR HANDLING 1 x Dayroom
Bollard Pull: 220 tonnes, continuous 1 x Conference room
Rig Chain Locker: 624 cubic metres chain capacity (in 4 37 persons (Total)
lockers of 156 cubic metres each) MISCELLANEOUS
Winch: Rolls Royce Brattvaag waterfall type 1: While every care has been taken to prepare accurate and
winch, 3 drums (1 x SL500WX and 2 x precise specifications, these vessels are under
BSL400WX), all drums provided with construction and the as-built specifications are subject to
remote controlled spooling gears change.
 Basic operational cautions -
summary from Part 1

Masters and officers should remember that they may be only a

single push on a control stick away from disaster.

The majority of anchor handling operations ( and many towing

operations) should be carried out with the boat in full manual
operating mode.

Until you can drive the boat in full manual mode to a standard
as least as good as, or better than, joystick or semi-auto, you
should not use these ajds to overcome your own lack of skill.

Until you fully understand the programming, tuning and

limitations of any joystick, semi-auto or full-auto operating
mode on your particular vessel, it is foolhardy in the extreme to
use them for anchor handling and towing operations.

If you are operating in joystick control mode, it is safer to take

full manual control of the boat when handling high tension loads
in critical circumstances.

There are very few, if any dynamic positioning systems or

programmes which can handle all the force variables that an
anchor handling or towing operation involves.

166
 Summary of the key points of Part 2

Tow Ii iandling The dangers of:going as&m ••eel

The conventional AHTS class vessel is designed Anchor handling tug supply vessels are not
to handle all its towing and anchor loads over designed to move stern first at any appreciable
the stern, more or less in line with the vessel speed. Although much of their working lives is
centre line. If the load is offset from the centre spent with the stern subjected to anchor
line, this will apply a listing lever to the ship - handling or towing loads, moving astern at
the greater the load and angle off the centre line, speed can result in driving the boat underwater
the more potentially dangerous this listing lever with a consequent sudden loss of stability.
becomes.

Tow loads at large angles jjfthe tug

The use ofexcessive power centteline

Thrust power, applied eith er via side or main AHTS class vessels do not have the same ability
propulsion thrust combined with high as conventionaJ tugs to sustain, in stability
performance rudders, can induce additional terms, h igh towing loads leading off from the
listing levers on th e vessel against an off-centre fixed gog position (usually placed at about mid
anchor handling o r towing load. The deck position). Great caution is required when
combination of thruster load and line load can working a tow line broad out on the side of an
reach sudden and sometimes dangerously high AHTS.
values.

71 e 'ijference between dytlamic loo

ecli. edge imme,sion and static load

Significant immersion of the working deck, The difference between dynamic load and static
1
especially when the vessel is subject to high load during anchor handling and towing
loads during anchor handling or towing and operations can be the margin between survival
particularly when the load is offset from the and disaster. The movement of the vessel in a
centre line, can rapidly reduce the available seaway, rapid power and course changes or
positive stability values. sudden shifting of the anchor/towing forces can
lead to a dramatic increase in the loads on the
vessel and equipment. Underestimating kinetic
RapiiJ loss ffli6ility energy, which is a result of mass x acceleration
(the dynamic load value), may be a fatal
The rapid loss of stability may not become mistake.
obvious until the deck edge submerges. If the
vessel is working in heavy weather with high
anchor handling or towing loads, sudden
swamping of a large section of the main deck
may result in a dramatic and rapid loss of
positive stability.

167
1U Part 2 - PRACTICE

Comparing how the towing force acts on a harbour tug to on an anchor handler
A conventional harbour tug An anchor handling tug

The tow acts upwards on the The tow acts downwards on the tug's stern
amidships region of the tug

R
R

The lateral component of the tow tension T forms a capsizing couple with the resistance 'R' of the
hull and thrusters to sideways movement of both the anchor handler and harbour tug.
The vertical component of the tow tension creates a stern down trimming moment on the anchor
handling tug, whereas it has no significant trimming effect on the conventional harbour tug.

An upward component of tension T is equivalent to discharging a weight

from the point at wh ich the tension acts, so it creates a righting moment
if it acts on a point on the low side of the tug. The towline of
conventional tugs pass through a lead on either a radial arm or track,
which allows the tension to act on the low side and so limits the tow's
heeling moment.
The downward component of the tow tension acts on the anchor handler
in the opposite way and so increases the heeling moment when the tow
leads to one side of right astern.

• The larger Lhe angle of action of the anchor line off • The main propulsion thrust used to hold the AHT on
from the centre line of the AHT, the greater will be a given anchor running azimuth, or to get the AHT
the overturning lever imposed on the vessel. back on line after drifting off, can increase the
heeling moment due to increasing the tension on the
• During anchor running operations in particular, be anchor line to dangerous levels.
very observant of the heading of the AHT in relation
to the heading/azimuth of the anchor line. As the • Never o rder an AHT to increase power to regain or
difference in these two values increases, so the hold a given anchor running azimuth when the
influence of the heeling moment due to the anchor anchor line is not as near as possible to the cen t.re
line tension increases. line of the AHT.
 Chapter 3 - Summary of the key points of Part 2

Bredde: 22 m
500 t tension

Bredde: 17 m
400 t tension

The influence of beam on listing angle

These two diagrams show the theoretical list angle when the load acts through a set ofguide pins offset from the centre line.
It merely makes the point that the narrower the beam, the more the vessel will heel when subjected to an offset load.
Note: Bredde is Norwegian for beam. (Norwegian Government Report into loss o/Bourbon Dolphin)
170 Part 2 - PRACTICE

Stability and trim of high fo 'c'sle vessels such vessels must allow for this drnnge of trim and
When many commercial ships' hulls heel over, the consequently GZ curves supplied by the shipbuilder an.
immersion of reserve buoyancy is about equally said to be for the 'free trim situation', i.e. tile righting
distributed between the fore & aft ends, as there is sheer lever is calculated from the GM, which is based on th"
at the bow and stern. However, there are also many ship freely changing trim as it heels over.
vessels nowadays operating in the offshore industries Oil rig supply ships are typical of the type of vesse
that are built with high fo'c'sles and a low working after mat will suffer a significant trimming moment by the
deck. When sud1 a ship is heeled over to immerse the stem when heeled over beyond a certain point. Tot:
after deckline, the fo'c'sle remains well above the resulting loss of stability beyond this angle of heel is
waterline, consequently there is considerably more partly compensated for by the relatively large beam tha
reserve buoyancy at the bow than tile stern. Further such ships tend to be built with, as this provides th1..
heeling will result in a significant forward shift of the ship with a large aft working deck for cargo stowage.
centre of buoyancy causing a stem trimming moment Much of the cargo is carried on deck and lifted off whik
which wiJI submerge the stem further and leads to a tile ship is holding station 'stern to' tile offshore
danger of the after deck being flooded. Stability data for platform.

The free trim effect on the GZ cutvefor a high fo'c'sle/low aft deck ship
Heeling produces a trimming
moment by the stern

- Xo
·· xe
\... _.:-.:- -'- Bo - - - - - - .-
- - - - - ~ ~~- - --- ~- - -21 Buoyancy deficiency

The free trim GZ curve for a typical loaded supply vessel

GZ(m)
1 radian
··-·-·· Upright GM ····-·---·······-···--·-··--····-·--··_-:~·;;-:
KN data must allow for heel induced t rim and be given at heel
intervals close enough to define the ~-Z curve.

Stability is compromised
by flooding at angles of
heel beyond 0J

0 10° 20° 30° 40° 0f 50° 57.3° 60° Heel

Features of an offshore support vessel's GZ curve

1. The vessel posses a large upright GMo value due to a angle of heel than that required to immerse ~
generous beam to length ratio. fo'c'sle.
2. There are two points of maximum GZ value due to 3. The heel angle of maximum and vanishing stabili
the aft deck edge being immersed at a much lower are relatively low due to the free trim effect.
 Chapter 3 - Summary of the key points of Part 2 171

The combined heeling moments acting on a girted anchor handling tug

The tug'sfree running mean draft, trim and KC (i.e. its condition prior to taking up the tow) must be
corrected for supporting the weight of catenary at the stage of the operation.

Changes in a tug's condition

caused by the tow's tension
Increase in

Tow tension 'T'

Tow tension's vertical component 'TV'

'TH' sin a

Tow
tension 'T'
Horizontal pull 'TH' , 'TV'

'h' & 'y' are the height of the top of the roller above the propeller boss and its distance outboard of the
centreline respectively. 'a' is the lead angle of the tow to the tug'sfore and aft line.

GZ curve corrected for the above changes in KG, mean draft and trim whilst towing

h'TH' sin a + y 'Tv' cos 8

Total heeling lever = AT + 'Tv' metres

•
GZ
(m) The tug's stability
Reduced area of is compromised by
I flooding at heel
positive stability
angles beyond 0J

h 'TH' sin a
AT + 'Tv'

----r-·
0 --F-""'T""---r---Jr--~--r---r---~--r--...U.~"-'i:::~~ ~
y 'Tv' cos 8
AT + 'Tv'

0 10° ~ 5° 20° 25° 30° 35° 40° 45° 50° Heel angle 0
1.- Range of positive stability --.i
Part 2 - PRACTICE

The tug's CZ curve with the tow weight on the stern roller's outboard edge
The tug is upright when the tow weight acts on the centreline of the stern roller
Levers to port G1G2 = Transverse offset of 'g' from the centreline
GZ & GoG1 cos 0
0f = Angle The tug's stability
of flooding is compromised by
- - - - --. flooding at heel
angles beyond 8J
GMO
Reduced area of
positive stability
G1G2

Area of lost positive stability

0
0 10° 20° 30° 40° 50° 60° 70° 0
j.--Range of positive stability......j Port heel

The heeling effect of laterally thrusting against the tow

(The vertical components of the tow tension are omitted from the diagrams for the sake of clarity)

TL
~ -~ =="""-J._ -,1-""l
h
....t Lateral thrust rotates
with the angle of heel.
TL = The lateral component of the tow's horizontal pull -TL = The tug's lateral thrust
aT + Tv = The tug's displacement (including the weight of the tow) in tonnes
TL = Horizontal pull x the sine of the lead angle 'a'
- - - - - . - - - - - - - - - - - - --TL

TL
Heeling moment = h TL tonnes-metres, so the equivalent heeling lever = aLhTL
+ Tv metres
The heeling lever is proportional to the lead angle 'a' but is constant at all angles of heel.
Chapter 3 - Summary of the key points of Part 2

Design features - modern anchor

handlers
Two forge high horsepower AHTS class vessels,
McNee Tide and Tor Viking.
These examples show both the length and
the breadth of the working deck of this type of
vessel. Nearly two thirds of the vessel is taken
up with the widejlat working/cargo deck,
carried the full beam ofthe vessel for its whole
length. If there is significant flooding of the
working deck, the vessel will be subjected to a
sudden and rapid loss of available righting
lever which could result in a potential capsize,
particularly if the vessel is subjected to
additional heeling forces caused by offcentre
loading due to tension on the work wire and
propulsion forces working against the work
w,re.
(photographs by Michael Hancox)
 The behaviour of AHTS class vessels
when going astern

thestem flooded, tends to act like a diving plain pushing the

stern deeper.
The basic AHT/AHTS design allows room for the main
propulsion units and rudders to be positioned well
inboard of the stem roller. It permits the full width of
the vessel to be carried right aft so as to include the stern
roller, it allows the vessel to handle mooring lines and When handling hjgh anchor line loads and working
anchors over the stern and to work wires and mooring more or less stern up to the sea, the sudden submergence
equipment under the stern and leading forward, at least of the deck may be unexpected and dramatic.
to some degree, without fear of damage to the rudders The use of high main propulsion power against an
or propulsion units. anchor line (for example when breaking out an anchor
or running it to final location) will often heap up the
waves as they approach the stern and as more power is
applied the stem will tend to trim down thus lowering
freeboard and making it more vulnerable to being wave
The major disadvantage of this design is that there is a swept.
lack of underwater body available in the way of the aft
quarter of the vessel and the hull shape presented to an
oncoming sea is such as to limit its ability to rise over Vessel trim f.!!.r anchor hand/in
that sea and it additionally permits a wave to wash
onto the main deck. At zero speed, stern up to the In general, an AHT should not undertake anchor
weather and depending on aft freeboard, wave height, handling operations when trimmed stern down. Going
vessel motion etc., it is common for these vessels to astern with load on the work winch can lead to loss of
take water over the stern. If this type of vessel is driven directional control which may result in sudden listing
astern at speed, then depending on wave height and and submergence of the working deck caused by the
period, the stern will bury itself and may flood large combination of off-centre loading on the winch wire
areas of the deck before rising up. The stern, once and the hydrodynamic forces on the hull.

174
 Chapter 4 - The behaviour ofAHTS class vessels when going astern 1,S

Stern of older style anchor handling tug (late 1970s)

The greatly cut-away aft body, to accommodate the propellers and rudders, is clearly visible. Note the other features, such as the low
flat stern with minimal depth oftopside. The water line in the loaded condition would be located just below the bottom of the stern
roller. The vessel has spade rudders. Note the shape ofthe propeller blades, the vessel has CCP propulsion. (Danish Government report
into loss ofStevns Power)

Going astern on an AHTS vessel

~-
As speed astern increases
water piles up behind the
St(rn

If there is any sea running

and the vessel is pitching, or
if it has significant stern trim,
there is a tendancy to shovel
l ---------------;-:,-
water onto the deck. The
large flat deck area acts like
a diving plane, forcing the
stern down, resulting in more -_...._ _________---------
deck area being flooded
 Part 2 - PRACTICE

Stern of a modern anchor handling tug supply vessel

This large newbuild (2010) is being readied for launch. Note much wider skeg than that ofphoto on page 175. This is to
accommodate a tunnel thruster and add additional strength to the hull structure in this section of the vessel. The vessel has Becker
Flaps on the main rudders. The vessel has CCP propulsion. Note the shape ofthe propeller blades compared to those shown in the
photo on page 175. This shape represents advances in the design of propellers. (courtesy Rimorchiatori Riuniti)

AHT recovering anchors in heavy weather, stern up to the sea

The AHTS has chased out the anchor and

begins to shorten up on the work wire,
-------~------------------ -
I prior to breaking out the anchor. Pitching
I
motion regular.

Load is increasing on the work wire as it ---------

is shortened. Vessel pitching more heavily
by the stern, trim by stern increased by
load on the winch, seas beginning to
wash over the stern.
High loads on the winch, trim lever at
maximum, vessel surging and pitching motion
more pronounced by stern than bow.
Exceptionally large amounts of water flood the
deck, forcing the stern deeper; intermittent loss of
righting lever, potentially a very dangerous
situation, particularly if the work wire should
jump the pins and move onto the quarter, where
the load might induce list.
 Bollard pull certification

The bolJard pull values quoted in any vessel's data sheet

are those obtained using the main engines and possibly
bow-mounted azimuth thrusters working in the same
direction as the main propellers (ahead direction) in It is vitally important to know how the side thruster
controlled benign conditions. The bollard pull values loads will influence available output on the main
are obtained from tests carried out in highly controlled propellers. If you do not know what happens to the
conditions and always refer to ahead power values pitch settings on the main propellers when using 70%
without any signifLcant side on environmental load and of side thruster power, then find out by trial. If
without the use of side thrusters. They are quoted as electrically driven side thrusters take their power from
either Maximum, which means total available at 110% generators coupled to the main diesel engines (which
machinery output, {that is 10% overload condition) are driving the main propellers), then as you load up
and is not a value of much practical use. Continuous the thrusters you can expect the pitch settings of the
bollard pull means the value obtained when the main main propellers to be reduced. The reduction of
engines are running at the makers recommended available main propeller thrust when the side thrnsters
prolonged output value. are heavily loaded can be as much as ONE THLRD.
The main work winches may also take their power
from the main engine driven generators, so if you load
up the winch this may cut back the main propeller
output.
In addition, side thrusters may only be rated at full
In vessels where the main propellers are of the power for limited periods of time. The amount of time
controllable pitch type and the thrusters are electrically that thntsters can be used at or near full power is
driven, the thrusters often derive their power via something that needs to be tested in practice to find out
generators connected to the main engines. This means the limits.
that when thruster power is demanded in addition to
main engine power, the power management control
system may CUT BACK the main propeller pitch setting
in order to ensure that the main engines operate at the
constant revolutions required to supply a steady voltage
for the electric power to the thrusters. If the boat's The output of a diesel engine is influenced by the
thrusters are working hard to keep it on line while temperature of the cooling water in which it is
running an anchor, the available output of the main operating. As the temperature of the cooling water rises
propellers may be degraded as thruster power is (the sea water temperature), the maximum engine
increased. For example, running all the thrusters at say operating temperatures ( usually the exhaust side
80% power can cut the bollard pull by a third. temperatures) rise to their permitted operating
maximums sooner than is the case when the vessel is
Side on environmental loads (wind, waves, current)
working in cold sea temperatures. Thus an Al-IT
on an AHT may degrade available bollard pull.
constructed in Northern Europe and then operating in
• The catenary of any anchor line held by an AHT
tropical sea temperatures may find that the actual
while running and recovering an anchor is also
bollard pull available is not so high as that which can be
subject to current loads and this will influence the
achieved in winter North Sea conditions.
loads on the AHT
The age and standard of maintenance of main
• Running side thrusters above 70% power for any
engines and generators will have a considerable effect
length of time should be a reminder that critical
on the ability of the vessel power plant to deliver the
maximum operational limits are dose to being
designed values. This obvious statement should be
exceeded.
borne in mind by those personnel who select vessels for
• Always evaluate the actual weather and forecast
a particular operation and by towm.asters and others
before committing any AHT to a particular task and
who have to use them for that operation. The paper
make a judgement about the capability of the vessel.
specification for a particular vessel is just that, a piece of
• Have a contingency plan for each task in an
paper, it is not a guarantee of actual performance.
operation in case the AHT reaches its critical
operational power levels.

,·
 Turning and manoeuvring modern
anchor handling vessels

Design characteristics - limitations and Similarly, if the towline or work wire is constrainea
constraints durin towin o rations between the guide pins, the available turning lever •~
very small or non existent.
Several modem designs of AHTS class vessels are fitted During anchor handling operalions it is usual tc
with very high protective barriers (crash barriers) whjch keep the work wire constrruned between the guide piru
totally enclose the working deck for its whole length because the consequences of allowing the wire to slide:
and these are fitted with accesses to the outboard off the stem and up the crash rail can result in a vef)
bulwarks. These barriers not only give considerable difficult and potentially dangerous situatioo
protection to the working deck and any cargo on it from particularly if there is significant load on the wire.
the influence of green water coming over the sides, but The limitations of the modem design may not be
they also provide a fairly sheltered environment during obvious until the less than experienced boat driver puts
offshore cargo supply duties. The top of the barrier may the rudders over, expecting his vessel to turn.
also be fitted with remote-controlled handl ing aids
which can transit up and down the length of the
working deck (cranes/manipulators etc). When the Manoeuvring - the constraints imposed by
vessels are engaged in anchor handJing work, these uide ins
barriers also reduce the influence of 'green water' on
deck from waves impacting on the sides of the vessel Take the example of needing to make a turn to por
and also to some extent reduce the volume of water that when the towline or work wire is under tension and 1,
can be shlpped during heavy rolling. The design of the located between the guide pins. Putting the ruddef'§
barriers does however present problems when the vessel over to port may not induce any tum effect at all. !;-
must make significant and rapid changes of course fact, it may well result in the vessel stem moving t
while engaged in towing operations. starboard. This comes about because of the lack of
See Swire Pacific D Class and Siem Offshore turrung lever between the rudders and the point c..
specification sheets on page 164 for examples of such constraint of the towline or work wire is very small o·
modern vessels. non-existent. The rudders, turned to port, result ir
Previous generations of AHTS class vessels were more directing the propeller thrust into a sideways push c.-
like conventional tugs (and some are still constructed the stern to starboard, but the constraint of the worl
this way) where the towline could theoretically be wire/towline simply forces the stern of the ves~
allowed to ride up the crash barrier/bulwark as far as the sideways to starboard with little or no change a
'li ne stop' which was located about half way up the heading to port.
,working deck length from the stern and in combination If the towline is allowed to move out to the 'line stor
with a 'fixed gog' device permitted the towline to act at on the quarter or the quarter pin, some turning lever
an angle of dose to 90 degrees off the beam. This design available, particularly if the rudder used is the or>
means the vessel could turn sharply and tow with the furthest from the point of constraint of the towline.
line out at a broad angle to the vessel heading during if the towline is hard up against the port quarter lir
the turn. This has many advantages when manoeuvring stop, then using the starboard rudder only t
and managing the object on the end of the towline. In commence a tum to port will usually have more effer
particular, by allowing the towline to move welJ out on than using both rudders.
the beam, it creates a considerable turning lever This characteristic becomes extremely important fc...
between the crash rail stop and the rudders. the safety of the vessel because the movement of th
The modern designs with very high solid crash vessel stern to starboard can result in the towline/wor
barriers means that the towline is constrained to a wire creating an angle off the centre line and the tensio
maximum angle off the centre line by a line stop on the Line will then begin to impose a listing lever 01
structure at the extremes of each quarter. The problem the vessel. The propeller thrust also begins to impose
this creates is that the turning lever exerted by the further listing lever as the angle that the towline lir...
rudders is VERY SMALL as soon as the vessel needs to moves off the centre Ii ne increases.
change heading against the tension on the towline.

178
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels 179

Turning ability of the AHT when constrained by a tow line

AHTs can be highly constrained in

their abi lity to turn when anchor
handling or towing.

Towing Operations
The towline can in theory be permitted
to lead outboard from the fixed gog
position. There will be a large turning
lever available between the rudders
and the gog. This may, however, cause
considerable difficulties when trying to
Fixed gog position bring the towline back over the stern,
especially if no 'variable gog' has been
rigged.
bO

line stop
/ C '-
• - Cl.I
C >

...
... Cl.I
:::i-

Anchor Handling Operations

The 'towline' (work wire or other line)
should in general not be permitted to
lead further outboard than the quarter
pins. Although th is gives a slightly
\ improved turning lever compared to
holding the line between the inboard
guide pins there is the possibility of the
line 'jumping' the pin which can result
in serious problems trying to get the
line back over the stern roller.

Design Changes
Many newer designs of AHTS class
boats are unable to work any line
further outboard than the outer ends
of the stern. This feature reduces the
normal effectiveness of the rudders
when making a conventional turn and
other techniques have to be employed,
especially when working with high tow
loads.

_ ; : : Turning lever
---
 Part 2 - PRACTICE

Towing operations using AHTS class vessels

Two AHTS class vessels commencing the tow of a large semi-submersible drilling unit.
Note how the port side vessel has led its towline through its starboard guide pins and the starboard side tow vessel has led its wire
through its port side tow pins. Although both vessels are capable of allowing the towline to ride up the crash rail to 'line stop; they
will, in general, carry out the towing operation with the towline constrained between the guide pins.
If the towline should move offthe stern and slide up the crash rail there will often be great difficulty in getting the line back over the
stern as well as subjecting the line to severe bending forces. Compare the design ofthese AHTS vessels with the photo on page 91 of
Smit London, where the heovilyjaired bulwarks and 'scotsman' guide bars permit the vessel to work the towline off the side ofthe
vessel even to extreme angles and yet still be able to bring it back amidships with relative ease.
As an additional tow line/work wire constraint, both AHTS vessels have hydraulic guide pins located on the outboard ends ofthe stern
'whaleback' and these will be kept raised to prevent the towline moving any further forward than the outboard corners ofthe stern.
In order to carry out significant turning manoeuvres while under tow, the AHTS will use a combination ofrudders and side thrusters
to make the change in direction.
Towing/work winches -
arrangements
The winch layout of this
vessel consists of a single
large work drum (visible)
and a towing drum located
forward and lower than the
work drum. The work drum
is wide and designed to
accommodate large
amounts of work
wire/pennants for
deepwater anchor handling
operations. The two small
winch drums forward and
above the work drum are
powered pennant storage
reels. They are not designed
to take significant loads.
(photographs by Michael
Hancox)
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels

Towing operations - modern design

This is the aft deck ofa large modern AHTS/OSV. The high, almost solid, crash barriers enclosing the working deck are clearly visible.
The port side barrier is fitted with a small travelling knuckle boom crane, not visible, stowed forward, which can travel the length of
the working deck along the top of the port side barrier. A towing pennant, lying on deck is led through a fixed gog block, just visible
above the edge ofthe deck structure in the foreground. The available sideways movement of the towline across the stern is limited by
the aft ends of the port and starboard barriers, a shaped chafing bar each side allows the towline to ride smoothly up to the fine stop
at the aft end ofeach barrier. (photo courtesy of Orwell Offshore)
182 Part 2 - PRACTICE

Techniques for tuming and manoeuvring - required run line may be entirely the wrong choice
anchor handling o rations
_.L___;_....:.____:_.:..:...._ _ _ _ _ _ ___. because it is unlikely that even the most sophisticated
programme will be able to use the technique described
As was stated in 'Design characte,istics - limitations and here and in the diagrams on the following pages. If you
constraints during towing operations' on page 178, anchor wish to move the vessel to port and you move the
handling operations should be conducted with the joystick across to port the likelihood is that the rudders
work wire locked more or less in the centre line of the will tum to port when in fact the requirement is to
vessel by means of the guide pins. lf the vessel has apply starboard rudder.
hydraulic quarter pins, these should always be raised The need to use th.e bow thrusters to assist in keeping
during anchor handJing operations. The only time that on line or for changing heading when heavily
guide pins should be lowered is during recovery and constrained by a work wire or towline should be
deployment of an anchor or buoy where the load has to obvious. The vessel master and officers must carefully
pass over the pins. evaluate the prevailing weather conditions before they
ff the AHT can keep up a reasonable speed through commence ninning or recovery of a particular anchor
the water, say 1.5 to 2 knots, the difficulties of staying and take into account the possibility that the bow
on a given course are not so great. However, this is not thruster may have to operate at high power for
always possible due to the actual type of mooring line considerable periods of time. Many bow thrusters have
being handled, the limits of the winches on MO Us and built in protection systems which limit the duration
several other factors such as the requirement for they can run at on near full power in order to prevent
minimum tension or the requirement to apply high damage.
tension. Towing operations can present the same manoeuvr-
During anchor handling operations there is a ing problems as those experienced during anchor
requirement to keep the AHT on the anchor running handling work. The difference is that sharp turns are
line. Environmental forces acting on the side of the AHT usually o n ly required when working on a short scope of
will tend to push the vessel off the required track. To towline at relatively low power, for example when
keep the AHT on track with the work wire between the towing an MOU into position for the commencement
guide pins, the usual technique is to use one or both of anchor running. It is often possible to allow the
rudders turned so as to direct the propeller thrust towline to move outboard ( off the cenu·e line) as far as
opposite to the direction of the environmental forces. ln the quarter pins which permits the rudders to gain some
combination with the bow thrusters, this keeps the AHT leverage against the towline constraint point and turn
on the running line. the bow in the required direction. Due to the low speed
The particular design of AHT, the size/direction of of this type of operation, the bow thrusters are more
the environmental forces and the amount of bollard likely to be effective.
pull required to carry out the particular operation will During sea towing operations, when the full scope of
all influence the exact combination of rudder angle and towline has been deployed and the towing vessel is
choice of rudder in order to balance the stern and bow working at full towing power, course changes can be
forces so as to stay on line. achieved by allowing the towl ine to move out as far as
If the vessel is drifting off the required track when the quarter pins which will create a turning lever.
running or recovering an anchor, it may be desirable to Another technique to achieve a tum may be to reduce
turn the vessel in order to move back onto the line. To power (and speed) then use the bow thrusters (when
make the vessel turn in the desired direction, one or they become effective) to assist in swinging the bow
1
both rudders need to be turned in the opposite onto the new heading. Significant changes of course
direction to the required direction of turn. Thfa must be must be done gradually, working the towed objea
done in combination with the bow thrusters. Taking the around onto the new course by applying the towing
example in 'Manoeuvring - the constraints imposed by force at the maximum angle the towline can move off
guide pins' on page 178, where it is required to tum the the centre line which, in most modern designs and
vessel to port, one or both rudders need to be turned to practice, is usually only as far the quarter pin.
starboard in order to make the stern move to port while Trying to make good a given track, while towing
the bow thrusters do most of the work to change the with moderate or heavy weather on the beam can result
heading of the bow and move the bow to port. in the tug falling off to leeward. The drift 'off track' can
As noted in Part 1, Chapter 3, stability, turning the sometimes be controlled by using one rudder turned to
vessel with load on the work wire can create a listing provide thrust opposite the side on environmental load.
lever as the angle of the wire moves off the centreline. lt is more than likely, in conditions of strong beam
This must be appreciated and very carefully managed in wind and wave forces, that the towed object will drift to
order to keep the listing levers to a minimum. The best leeward faster than the tug and therefore the way to stay
practice is to keep the vessel on the required anchor line on track is to steer a course to windward of the designed
and not to allow deviations from it which may then track heading such that the tow lies to leeward of the tug
require a significant heading d1ange to 'drive back' onto and both tug and tow make good the desired track
the line. albeit at an angle to it. Using this method there is no
It is extremely important to u nderstand that the use requirement for the towline to move past the quaner
of the joystick control mode to hold the AHT on the pin.
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels 183

Turning levers
! C:S~ ~ail ~ine stop --§JI"::>,
. ~ Turning lever available if towline
Guide pin --..□ I is between the guide pins

... ' I • ~
" I • i
\ I J! F!xed gog position

I
I
,I
-
"- -- --r--
, - T-

Rudder post - -- ....-► I.L._

--+-- - - t_ ~

When an AHT has the towing ·--- -- - \/

_:_J -~
force constrained between the
\ I
~
,.,.,,, I-

\ T\
guide pins, the size of t he
available turning lever is often
very small. If the rudders are
used conventionally to change \. _,
heading, the more likely effect
will be to move the boat
sideways rather than t urn. The
Elevation - stern section of typical AHT/ AHTS
size of t he towing force and
actual design of the ind ividual

behaviour. f
vessel wil l influence the actual
I I

Plan - stern section of typical AHT stern area

 ~
Anchor handling operations - running and recovery ~
N
Action of the rudders and propellers when trying to stay on line The correct action to take is
I
\)
~
as follows: h
I~ I"')
::j
,vr~ The boat is running an anchor with a Take the boat out of joystick .,,
~
I"')

strong environmental load on the port control and into manual

side. The line load is high and the boat control, 'split' the rudders to
is drifting off the run line. Boat give individual control for
movement each.
The side thrusters are not powerful direction
Net environmental Turn one or both rudders to
load
enough to hold the boat's bow up to
port. t starboard and direct the

Y1 q> Boat
The boat driver is using 'joystick'
control mode and applies thrust to
port with a heading change to port.
The effect of this is to turn the main
v~ main propulsion thrust to
starboard.The boat will move
bodily to port.
Each boat will behave slightly
differently and It may be
movement more effective to use only
rudders to port in an attempt to alter
direction the starboard rudder.
the heading.

The result is that the boat drives off On boats with Azimuth
bodily to starboard, there is only a propulsion units, the ability

/ ~
smal l effective turning lever between to rapidly direct thrust at 90
the guide pins and the rudder post. degrees may be utilised in
--. ' JL--!-1 short bursts to push the boat
The boat is now moving further off the
required run line and bringing the line
load wel l off the boat centre line.
7 I i-l
in the required sideways
direction.

1· 1/ I It is essential to rectify both situations.

~
~
·

'
Propeller thrust
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels

Towing operations
AHTS Havila Charisma has just received the bridle fore pennant ofa semi-submersible drilling unit and is about to connect its towline
to the pennant. The quarter pins are raised, but the guide pins are not yet up.
Note the proximity of the AHTS to the hull of the drilling unit. This kind ofoperation is best undertaken in full manual control rather
than any mode of semi-auto.

Towing operations
AHTS Havila Charisma and Maersk Seeker transferring the tow bridle of a semi-submersible drilling rig. Havila Charisma has just
released the bridle to Maersk Seeker. It is necessary to come within heaving line range to carry out such an operation (under normal
circumstances) in order to establish a messenger system between the vessels. This sort of close proximity positioning work should be
undertaken with the vessels in manual control. It should be appreciated that 'three' vessels are involved, one of which, the drilling rig,
is probably drifting without the ability to move clear of the two tugs transferring the tow bridle. The transfer should therefore be
organised so that the tugs can be sure that the rig will always drift awayfrom them.
(photographs by Michael Hancox)
W Part 2 - PRACTICE

stern towards the direction that the towline is leading.

In other words, if the Al-ITS has reached the position
where the towline is at 90 degrees to the quarter pin, the
The normal towing operations which an AHTS might best course of action is to reduce power, slack off the
find itself engaged in have the potential Lo impose a towline and swing the stern towards the object being
significant over turning lever if very high loads are towed as this will bring the towline amidships and
imposed on the towline when it is at a large angle off where it can be locked between the guide pins.
the centre line (gining). In purpose built AHT dass vessels, where a great deal
In many offshore oilfields nowadays the AHTS uses of their work is towing operations, it is more common
only minimal towing equipment and the simplest of to find variable gag rigging and for them to use the
rigging. The use of 'variable gog wires' to control the system for towline management. The design of this class
angle that the towline is permitted to move off the of vessel makes provision for the towline to be veered
centre Line is not practiced by the majority of vessels. and recovered to significant angles off the centre line
Towline restraint is achieved by the use of the inboard when required. Care and skrn are needed to prevent
guide pins or the quarter pins. significant capsizing forces being imposed by the
As described in 'Manoeuvring - the constraints imposed towline.
by guide pins' on page 178, many modem designs of Compare the design of Union Warrior with Swire
AHTS constrain the towline or work wire to a maximum Pacific B Class.
angle off the centre line limited by the quarter pins and
quarter 'line stop'. There is therefore no need or
provision to use a variable gag system. 01,6
In many vessels, it is possible for the towline to ride
up onto the crash rail and slide up to the mid deck 'line The possibility exists during anchor handling
stop' and if they do not have a variable gag system, the operations for the work wire, under load, to slip off the
possibility that the towline could jump out of the centre stem and ride up the crash rail to the line stop. This may
line guide pins or over the quarter pins should be very only arise on those vessels where the crash rails are
carefully considered when manoeuvring with a tow. If relatively low. The most common reason for such an
the towline should jump out of the centreline or quarter occurrence is when decking or launching an anchor
pins and slide up the crash rail, the vessel couJd find over the stern in heavy weather when the vessel is
itself in a most dangerous position with the towline rolling and the work wire is not fully constrained by the
imposing a large capsizing lever and the boat being guide pins.
unable to get the stern back under the towline. The best The outcome is then to have the anchor hanging over
course of action in such circumstances may be to release the side of the vessel on the work wire. The load on the
the towline using the emergency release system on the side of the vessel may be quite high if a long lengtl1 of
towing winch. lt should be appreciated that there may mooring chain is connected to the anchor. The vessel
well be little or no time to think and applying too much usually has no choice but to run the anchor to the
power the wrong way, in the hope of getting the stern seabed and reduce the tension on the work wire to a
around, might only make a bad situation very mud, minimum. Tbe possibility exists that the work wire will
worse. cut down through the crash rail and embed itself in the
These dangers can be avoided by careful manage- steel work. If slacking off wire is ineffective in reducing
ment of turns when towing, particularly by not allowing the load due to the wire jamming then the onJy
, the towline to ride hard up against the quarter pins due aJtemative is to cut the wire.
to large heading changes. Turns should be made in The situation is potentially very dangerous and for
gradual steps, each step being governed by the limiting this reason launching and recovering anchors over the
angle off the quarter that the towline makes when it is stern must be planned so as to reduce rolling on the
resting on the quarter pins. vessel (change the vessel heading), always have the
A towed object could, under exceptional quarter pins raised (if fitted) and raise the guide pins to
circumstances, impose a pull of 90 degrees to the AHTS, restrain the work wire as soon as possible. Fine
but the danger this imposes can be very quickly reduced judgement and dose coordination between the boat
by allowing the tension on the towline to swing the driver and the winch operator is essential.
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels

Towing and anchor handling - location of line stops

_,,..,__ I I
0 0
~
)

,,
II
I•
'-'
I I
I
I
I I
l l
I I

I
I I
' I
I
I
l I
Possible
I
I
I maximum
angle during
Mid deck I towing
line stop ~ I
1 operations
I
-- ---- - - - -- 0 I._ - I
--- - -- /- -- -
- - -J. - - - <

Fixed gog position

t -

Large turning
lever Centre line
guide pins

I I
I Small turning
I
I II lever

' . l
I
' I
Rudder post/ - - - + - - - + - -
rudder - ~
/
/
J ~ e -e .....
' ..... /

l '
/

Possible - - - - - - ,,,, ✓--------

maximum line- ~✓~-- ~
'- , ___:.----

working angle
during anchor V
o-, ,,, · oy
:E----,~-
,
; Quarter pin
handling /
. /
operations .,
/

/
The diagram illustrates the possible maximum working angles of the winch line
and the influence on turning ability.
 Part 2 - PRACTICE

Towing operations - modern design

Detail of the 'towline stop' of the vessel shown in photo on page 181. The faired chafing bar allows the towlinelwork wire to ride up
smoothly to 'stop'. visible in the top right hand corner of the picture. (photo courtesy of Orwell Offihore)
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels

Towing operations
Countering environmental forces

A boat using both a fixed and variable

gog can maintain the desired track

Environmental load
I without using any side thruster load by
I balancing the angle that the towline is
I allowed to veer off the side of the vessel.
I. The boat can be moved sideways
l against the environmental load
and use one rudder to push
the boat bodily and the
other to maintain the
towing effort.

[:::1/ ~
Direction of
boat movement

Bow thruster direction ~

I
,:~--f =f>
' ,, '"",\
, ,....._,7 \I
I ' :..-..---·
~ Direction of

'2f1 I
I
I
I
propeller thrust

--- On boats where the towline

cannot move further outboard
than the extremes of the
quarters, (more modern designs)
a combination of bow thrusters
Environmental load and one rudder must be used to

~
Direction hold the boat against an
of boat environmental load or move the
movement boat bodily sideways while still

1:----=t
t
> maintaining the
towing effort.
Some boats or
circumstances
Direction of may require the
/ ~
proprler thrust use of both
Line stop _ _ ___,_ rudders.
I I
I ~
II
I I
'-.

I I

""
'\
I I
"\
I I :J'\.
/
/

II
tt-,-----~
 Anchor handling operations - running/ recovery
Keeping the boat on line against strong environmental forces

Jij_l D.. p
In order to move the boat to starboard or
counteract the drift force to port caused by the
strong wind/wave/current forces, use one rudder
turned to port. The effect of this is to move the
boat sideways to starboard and with the assistance
of the bow thruster, the heading can be adjusted
to keep the lead of the mooring line close to the
Direction of centreline of t he boat.
movement - - - - - --

~
of the boat

"""----- Environmental load

Port rudder
to port

ij--- Main propeller thrust

Boats will vary greatly in their performance and it

may be advantageous to have the work wire
leading out through the set of guide pins furthest
from the rudder being used to apply the side
thrust.

Danger
Be aware of the angle that the mooring line load is
acting off the boat centre line and its influence on
Bigger turning lever
st ability. Never shift the line load between sets of
guide pins when there is significant line tension .

Small turning _ _.._,........

lever

I
I
I
 Chapter 6 - Turning and manoeuvring modern anchor handling vessels

I Required direction to move

I the boat to get on line
I
I
Anchor handling operations
Wind/ wave/
I
current forces The AHT is running an anchor with strong

~/ wind/wave/current forces on the port side.

As the boat proceeds towards the anchor
target more power is needed to keep
I moving ahead with the increasing line load,
I but at the same time more power is being
used for side thrusters.
I
I The control system cuts back on main
propel ler power to preserve the power
being consumed by the side thrusters. The
boat is beginning to fall off to leeward off
t he required run line.

I Designed run line for

the mooring line
I
J I Actual direction of
I movement of the boat
/ I
I
The boat is unable to move back to
I the line and continues to drift off
I
to leeward. The operation should be
Wind/ wave/ I terminat ed .
current forces
~
I
I
I
I
I
I
I
I

I
Part 2 - PRACTICE

I
I
I

I
I
I
I
I
I
I
I Action to take
Ease down on the ahead main
I
power and reduce the line load.
I
Allow the boat head to swing off
I to leeward.
Commence moving the boat
I slowly astern to ease right down
I I
on the line load.

I
I Direction of movement
I of the boat
I

______
( Back the boat up on to the

be> ;.: _..:.-_.

run line with minimal
tension on the mooring
line.
Back the boat up towards
I the barge/rig crossing
I over the designed mooring
line position and moving
to windward of it.

Direction of movement /
of the boat
I With the mooring line
/ I slack, turn the boat
through 180 degrees and
head into net
environmental load.
The barge/rig should
commence recovery of the
mooring line. If the
weather conditions are
not likelly to improve, the
barge/rig should recover

J
the mooring and wait on
better weather to resume
I deployment or use a more
powerful boat.
 The AHTS design and towing operations

Note. In this section 'towing' refers to the AHTS acting • The maximum beam of the vessel is carried for up to
as a tug to tow an 'object' from one place to another. two thirds of the overall length from the fore end to
an open stem where the main design consideration is
anchor handling. When an AHTS is towing in heavy
seas heading down weather, the wide open stern,
heavily faired above and below the water, is very
vulnerable to shipping large amounts of water and
The AHTS class vessel is found performing numerous because of the underwater features of the aft end of
types of towing operation and the versatility of the the hull, the vessel is more likely to bury the stem
design permits it to change roles from and10r handling into an oncoming wave rather than ride over it.
to towing in a few minutes. For example, it is usual for
the same vessels which recover the anchors of a MODU • The maximum draft of the AHTS is usually less than
the same size (length/beam) of a purpose built tug or
to then tow it to the next location and deploy its
anchors. AHT. This means that the propellers are not so deeply
immersed as those of the tug and in heavy weather,
fn offshore construction operations, AHTS vessels are
especially when the vessel is pitching, some loss of
frequently used to tow floating production units of all
bollard pull is to be expected. The AHTS of modern
types, often over very long oceanic passages and then
design may have limited ability to veer the towline
used to perform installation and10r handling and
off the centre line which can inhibit some aspects of
mooring operations.
tow management where it is desirable to keep the
There are many more large AHTS class vessels with
high bollard pull than there are deep sea tugs with towed objecl al an angJe off tl1e tug. Towline control
at the stem of the AI-ITS may be limited to confining
similar power. Thus many of the operations that might
the towline between the guide pins. There may be no
previously have been carried out by purpose-built deep
provision to rig a variable gog system.
sea tugs are now performed by AHTS vessels.
There are still a substantial number of AHT type
vessels in service and they are still being buiJt to replace
older tonnage. The URS Union Warrior Class is a good which can influence the
example of the modem type. AHTs are much more 'tug- the AHTS in towin o~rotions
like' in design than the AHTS vessels, but the limited
number of these vessels and the fact that there are very • Good towing practice requires that the towline is
protected from chafe at those points on the working
few with a bollard puJI capability over 150 te means that
deck where it contacts the structure. The towline is
they will not often be found engaged in towing
opera lions where high bollard puJI is required. particularly likely to be subject to chafe across the
stern roller and adjacent areas. The normal method
It should be understood that an AHTS vessel is not
of towline protection is to fit a 'chafing sleeve' over
the ideal design for towing operations. Jt is a
compromise in order to enable it to fulfil the other roles the towline and position it al the stern where the
towline passes outboard. It is, however, a fact that the
(anchor handling and supply duties). The limitations of
use of these simple devices is not common practice.
the design in the towing role must always be considered
in order to avoid those situations where the safety of the • An AHTS may have to change from anchor handling
towing vessel, and therefore the towed object, may be to towing within the scope of the same operation
placed at risk. (say during rig moving work). The mechanical
damage that anchors d1ains and work wires can
inflict on the stem roller and adjacent areas of the
Limitatiolf.S IJ;f'theAHTS design when stem may not be considered when changing to the
en a ed in towi.n towing role. The towline may be severely and
suddenly damaged or even parted as a resull of a
The features of the AHTS design which reduce its failure to ensure that the stern roller and adjacent
efficiency when towing are: areas (stern each side of roller, crash rails etc) are free
of mechanical defects and provide a smooth surface
• The design of the hull at the aft one third of the
over which the towline can pass.
vessel below the water is quite 'fine' and this resuJts
in less than ideal motion characteristics especially • The outfit of towing equipment on the modem AHTS
when towing in heavy weather. may no longer include a 'shock absorbing' element

193
Part 2 - PRACTICE

Swire Pacific 8 .C/ass AHTS (147- 157t bollard pull vessel)

This is a typical modern AHTS of proven design and considerable capability. This particular design is very versatile in terms of
all-round towing capability and has sufficient power to undertake a wide variety oftowing operations and when combined with
its anchor handling capability is extremely efficient for heavy duty anchor handling/rig moving operations in water depths up to
about 1000 m. (courtesy Swire Pacific Offshore)

VESSEL INFORMATION Ship's Stores: Freezer: 8.4 cubic metres

Built: Ulstein Verft AS, July 1998 Cooler: 8.6 cubic metres
Flag: Singapore Dry: 10.5 cubic metres
Call Sign: 9V5951
IMO No.: 9169366 MACHINERY
Classification: DNV + 1A1 Tug, Supply Vessel, SF, EO, Main Engines: 2 x 6,120 BHP == Total 12,240 BHP
FiFi 1 Wartsila Vasa 12V32D engines
Propulsion: 2 x Ulstein CPP propellers in Kort
DIMENSIONS nozzles
Length, overall: 66.0 metres 2 x Ulstein High Lift flap rudders
Length, BP: 56.4 metres 2 x independent Ulstein Tenfjord
Breadth, moulded: 14.6 metres electric-hydraulic steering gears
Depth, main deck: 7.4 metres Bow Thrusters: 2 x 885 BHP, each developing 9.0
Maximum draft tonnes thrust (total 20 tonnes)
midship: 6.3 metres Stern Thrusters: 1 x 885 BHP, developing 10 tonnes
GRT: 1,974 Tonnes thrust
NRT: 716 Tonnes Shaft Generators: 2 x 2,250 kVA, 450 V, 60 Hz, each
Auxiliary Generators: 2 x 450 kVA, 450 V/230 V, 3-phase,
CAPACITIES 60Hz
Deadweight 1 x 120 kVA, 450 V/230 V, 3- phase,
(maximum): 2,100 tonnes 60Hz
Clear Deck area: 34 m x 11 .8 m = 401 .2 square metres
Deck loading: General deck - 5 tonnes/square metre TOWING AND ANCHOR HANDLING
Aft A/H deck - 10 tonnes/ square metre Bollard Pull: 157 metric tonnes, continuous
Deck Cargo: 750 tonnes Rig Chain Locker: 2 x chain lockers, each 78 cubic
Fuel: 880 cubic metres metres, total 1 56 cubic metres
Potable Water: 460 cubic metres Winch: Ulstein Brattvaag, 300 tonnes, 3 dru ms
Ballast Water/ (all declutchable)
Drill Water: 825 cubic metres Load Capacity: Brake holding on 1 st layer - 400 tonnes
Brine/OMA/ Brake Capacity: Brake holding on 1 st layer - 430 tonnes
Glycol/ liquid Mud: 275 cubic metres Tow Drum Wire
Liquid Mud: 270 cubic metres (in 4 tanks with Capacity: 1 x 1,500 m x 76 mm w ire capacity,
agitators) declutchable
Bulk: 240 cubic metres (8,475 cubic feet in 5 Work Drum Capacity: 2 x 1,200 m x 76 mm wire capacity,
tanks) declutchable
 Chapter 7 - The AHTS design and towing operations

Chain Gypsy Cable 2 x non-declutchable cable lifters, one DYNAMIC POSITIONING

Lifter: for 3 1 / / (84 mm) chain port and one Type: Cegelec Type OPS 901 Simplex DP
for 3 1 / / (84 mm) chain starboard, Reference Systems: Sercel, NR108 DGPS
fitted outside of the anchor-handling Fan Beam laser
drums Sonadyne HPR System
Alternate chain lifters 76 mm and 95 Joystick: Poscon - electronic control system
mm available on board joystick, integrated to main propellers,
Spare Reel Capacity: 2 x pennant wire drums, 15 tonnes main engines, rudders, side t hrusters
each and interfaced to gyrocompass
Capacity - 1,500 m x 76 mm diameter
wire each EXTERNAL FIRE FIGHTING
1 x spare tow wire drum, 15 tonnes Capacity: 3,000 cubic metres per hour, with
Capacity - 1,500 m x 76 mm diameter external drenching system, to DNV
wire FiFi1 requirements
Stern Roller: 5 m x 3m diameter, 350 tonnes SWL Monitors: 2 x 1,200 cubic metres/hr = 2,400
Tow Pins/Guide Pins: 2 sets (total 4) Karmoy hydraulic, cubic metres/hr, controlled from inside
retractable, 240 tonnes SWL, remotely wheelhouse
controlled from wheelhouse Throw Length: 120 m
Wire Chain Stopper: 2 x Karm Fork, retractable, 440 tonnes Throw Height: 50 m
SWL, remotely controlled from
wheelhouse and on aft deck STANDBY RESCUE EQUIPMENT
1 : MOB - boat with inboard diesel engine and water jet
DECK MACHINERY propulsion, Norsafe as, Magnum 230 HP waterjet, 25
Tuggers: 2 x 12 tonnes each, hydraulic knots with boat davit for quick launch/recovery
Capstans: 2 x 10 tonnes each, main deck, aft 2: Rescue Zones on both Port and Starboard side, main
Windlass: 1 x 15 tonnes, hydraulic deck, with scrambling net
Crane: 1 x 5 tonnes, 7-11 m hinged arm
ACCOMMODATION
ELECTRONICS Berths: 7 x 1 (single) berths
Main Radar: 3 x 2 (double) berths
Furuno FAR/ FR- 2805, S- band (10 cm),
ARPA, 28 ins display 3 x 4 (four) berths
Auxiliary Radar: 25 berths Total
Furuno FAR/FR-2805, X-band (3 cm),
1 x Ship's office
28 ins display
Auto Pilot: Anschutz Digital Pilotstar D 1 x hospital
Gyro Compass: 1 x mess/day room
Anschutz, with repeaters in
1 x galley
wheelhouse, bridge wings, chart table,
steering gear room MISCELLANEOUS
Magnetic Compass: Bergen Nautik, BN-35 1: Design complies to latest rules and regulations from
Echo Sounder: Marmatech, E-Sea Sound 206 SOLAS 74, with amendments in force and IMO 469 (XII)
DGPS: System is capable of taking VERIPOS 'Guidelines for the design and construction ofoffshore supply
lnmarsat differential signal where vessel'
available 2: Fitted with a passive roll reducing tank below main deck
Anemometer: Aanderaa Instruments 3: All cargo systems are controlled by a tank tender system
Speed Log: Skipper Electro-magnetic EML 224 with discharge printers
Communications: G.M.D.S.S. (Global Maritime Distress & 4: Fitted with 5 remote cameras on deck and in winch-
Safety System) house for anchor-handling/ towing operations with 2 TV
2 x SSB monitors in wheelhouse
2 xVHF 5: Pneumatic bulk handling system, capable of discharging
2 x lnmarsat C (435679510/435679520) 2 types of dry bulk simultaneously through 2 separate
3 x VHF (portable) discharge lines with emergency stop fitted in wheelhouse
2 x SART 6: Hose connections:
1 x EPIRB Fuel - 4 inches (Avery Hardel)
1 x Navtex Potable Water - 4 inches (Weco)
Weather Fax: Furuno, Fax-208 MKII Drill Water - 4 inches (Weco)
Liquid Mud - 4 inches (Weco)
DISCHARGE PUMPS
Dry Bulk - 5 inches (Weco)
Potable Water: 1 50 cubic metres/hr - 9.0 bar Adapters 6"-5" (2 sets), 5" -4" (2 sets)
Drill Water: 205 cubic metres/ hr - 9.0 bar 7: Fitted with 2 Halogen searchlights, each 2,000 W. on
Fuel Oil: 150 cubic metres/hr - 9.0 bar
wheelhouse top and operated from inside wheelhouse
Liquid Mud: 75 cubic metres/hr - 18.0 bar 8: Fitted with 4 x 400 W floodlights, for cargo deck area
Brine/Mud: 75 cubic metres/ hr - 18.0 bar 9: Wood sheathed main deck except for aft area which is
Dry Bulk: 80 cubic metres/ hr - 5.6 bar, 80 psi, steel-plated for anchor handling
2 compressors 10: Welding/cutting machine complete with attachments
11: Dispersant system designed to use either neat or diluted
PERFORMANCE
dispersant
Speed/Fuel 15 knots runn ing free/34.0 tonnes per 1 2: 14" diameter hull penetration fitted for survey equipment
Consumption: day 13: Statutory life rafts, life buoys, life jackets, pyrotechnics
12 knots runn ing free/15.7 tonnes per 14: P.A. System
day 15: TV and video
10 knots running free/9.6 tonnes per
day ANTI- POLLUTION
At 100% MCR (12,240 BHP)/44.3 Dispersant Tank: 8. 7 cubic metres
tonnes per day Spray booms: 2x6 m
 for use when towing. This is usually done by when towing a heavy object such as a jack-up drilling
providing a towing spring, either of synthetic rope or unit or semi-submersible which is ballasted down
chain. The modern practice to reduce shock loading where the speed through the water is slow.
on the towline may be to rely on the length of
• Thorough checks should be made of the stem roller
towline deployed, tension management via the tow
and adjacent areas including the crash rails before
winch control system, in addition to careful power
changing from anchor handling to towing
output management. There is a dependence on the
operations. Grind off and smooth any areas of
reliability of winch tension measUiement and
mechanical damage which the towline might come
control system rather than providing additional
into contact with.
elements of towing equipment. It must be
appreciated that providing synthetic rope towing • Heavy pitching motions will result in cyclical
springs for AHTS vessels with a bollard pull over 140 bencLing of the towline in way of the stern and this
tonnes is extremely expensive and to some extent might result in parting the line due to fatigue failure.
impractical. The common method of providing a To avoid this, the towline should be veered/hauled at
shock absorbing element is to use chain, typically very regular intervals so that the section of towline in
with a length of between 25 to 35 m. Jt is, however, the way of the stern is regularly changed.
not a universal practice.
• The addition of a ci1ain towing spring into the
• The bunker capacity of an AHTS might not be towline assembly, located between the tow bridle
sufficient for very long ocean tow voyages. The and the towline, is always good practice, especially in
planning of these operations must take into account open sea operations where heavy weather is to be
the possible need to bunker at some intermediate expected.
point.
• The use of protective chafing sleeves on towlines is
• Contingency plans for rigging the spare towline, use good practice for minima l expense and there is really
of the work drums and work wires as towlines and no reason why this simple precaution should be
generally understood procedures to overcome the omitted. An examination of the reasons for parting
consequences of towline failure may not be wel l the towline during towing operations reveals that the
developed on a typical AHTS. It is the responsibility majority of breakages take place at the stern of the
of the master to ensure that contingency plans for towing vessel. Chafe, bending and lack of control are
common towing problems are developed and the usual reasons for the towline parting.
understood by the vessel crew. In addition, tools,
• The method of spooling the spare towline on to the
spares and equipment must be in place and their use
towing drum from its storage reel should be well
understood by the officers and crew.
understood by the vessel's crew. It is good practice,
• AHTS class vessels may have impressive power and especially during long open sea tow operations, to
size, but due to the lack of sufficient spares such as spool the spare towline onto a work drum, if it has
towlines, work wires, pennants and connections or the same capacity and power as the tow drum, as this
lack of knowledge on the part of the officers, can will enable rapid deployment of the towline in the
result in being unable to render useful assistance to a event that the main towline fails.
vessel that is being towed after the towline has parted
• Jn normal oilfield towing operations there may be
or to render towing services to a vessel adrift in an
very limited options for reconnecting the tug after
emergency. The possible methods of making
the main towing assembly has parted. It is a matter of
temporary towing connections under adverse
good seamanship on the part of those in command
circumstances should form pat1 of the normal
of the tug and the personnel on the towed vessel, to
planning effort whjch those in charge of an AHTS
consider what the options are for reconnection. This
need to consider.
may be by using the towed vessels anchor system or
by using spare pennants on the tow to rig and pass a
suitable temporary towline. A large number of
oilfield towing operations take place where the
object towed is fully manned and some of these
personnel are often highly skilled riggers/seamen.
• Towing down weather, with increasing wave height The abilities of these personnel should be used to the
and period, the AI-ITS should tum head up to the fullest extent when circumstances require quick
weather and heave to before the working deck action and innovative solutions to the often difficult
becomes wave swept. This is especially important problem of making a towing connection.
 Chapter 7 - The AHTS design and towing operations

A potentially dangerous situation

This AHT is towing a large semi-submersible drilling unit which has ballasted down due to heavy weather. The AHT is towing with the
wind and sea astern, but the ballasted down rig makes minimal headway. The AHT is heavily constrained by the rig and is taking
heavy green water over fts whole deck up to the winch house. Apart from the possibility ofloss of stability due to the free trim effect,
any breach ofthe watertight doors in way of the winch house could result in severe flooding. In addition, the working deck is
inaccessible. The AHT should have to head INTO the weather before the rig ballasted down.
(courtesy of D Byrne)
 The dangers of very high loads during
deep water anchor handling operations

(see also Load sharing operations)

G The particular risks which deep water anchor handling

poses may be summarised as fol.lows:
This section deals with operations where the water depth
is in excess of SOO m and the operations are those where • In weather conditions which are such that the boat
the mooring line is a composite of chain and wire. It has to use high side thrust power values to stay on
specifically deals with operations where the mooring line (say over 60% of available power), tl,e actual
line deployed ( or recovered) is in one continuous available bollard pull for the main propulsion may
operation. In general, these will be moorings deployed be gradually degraded, as more mooring line is
from drilling units or work barges. The major difference deployed and more bollard pull is required. This may
between operations in water depths over SOO m from cause the vessel to come to a halt before reaching tl1e
those in shallower water is the weight of the mooring anchor target due to insufficient power.
line components and the often high bollard pull values
• During the course of deployment of a mooring, a
which are required and winch loads which the AHTs will
point may be reached when the prevailing beam on
be subjected too. An additional factor may be the
weather conditions causes the vessel to fall off the
weather and sea conditions in which the operations will
running line to leeward despite using maximum side
take place. Deep water mooring work usually takes place
thrust power and it is unable to regain position.
in open ocean sites and often in high latitudes, where
the working conditions for the AHTS are frequently at • Drifting off to leeward of the required run line as the
the limits of their capabilities. boat proceeds towards its target may cause the vessel
Examples of this may be a drilling rig which deploys to attempt to regain position by making a substantial
a mooring consisting of about half chain and half wire, heading alteration in order to 'drive back on to tl1e
all deployed from the rig itself or moorings which Line', thus bringing the load on the work wire to act
consist of segments of chain and wire carried by the at an angle off tl1e centre line at the stern. This results
anchor handling boats and added into the mooring line in a listing lever which may be dangerous in stability
deployed from the rig in the course of running the terms. The vessels main propulsion output can
mooring. further increase the listing force if it is being operated
In all these situations the mooring line weight against a rudder angle which is directing the thrust in
progressively increases as the boat procedes towards the the opposite direction from the lead of the work
anchor target and in the case of the boat having to add wire.
a chain section to the existing mooring line, the
• The vessel officers may lack an appreciation of how
operation is often quite slow as the boat must pay out
the dynamic loads on the vessel and the vessel winch
1 the chain section from its lockers at a modest rate while
system will increase as the mooring line is extended
maintaining the required heading in a precise anchor
and this can lead to serious overloading of tl,e winch
lay corridor and probably at minimum tension.
at critical points in the operation. A typical example
would be deploying chain from the vessel chain
lockers with increasingly high loads on the winch
gypsy. If the chain should 'jump' a pocket on the
gypsy (caused by worn whelps/oversized connecting
The shore-based personnel who plan a deep water
links/worn chain links) the sudden movement and
mooring operation will usually have a minimum
the inherent kinetic energy in the system can cause
specification of AHT in mind based on the required
the chain to 'run off and literally destroy the gypsy.
bollard pull, winch power and winch capacity and they
wilJ have based this specification on calculations of the • Deepwater mooring operations are often of long
loads expected during the work. If the AHTs hired for duration, compared to work in shallower water. For
the job are taken up from what is available in the 'spot this reason, the forecast weather and sea conditions
market', it is not unusual to find one or more of the and their inAuence on the vessel during the course of
contracted AHfS which actually arrive on site to do the whole anchor deployment or recovery operation
work only reach the bare minimum 'paper' must be carefully considered prior to committing a
specification. This means that the masters of the AHTs vessel to a particular phase of the operation. It is
and those in charge of the operation on site must make important to take into account the effects of ship
very careful judgements when they commit a less than motion in deteriorating or marginal weather and sea
ideal vessel to a particular part of the work. conditions. If the crew cannot work on deck due to

198
 Chapter 8 - The dangers of very high loads during deep water anchor handling

Anchor handling operations - the behaviour of a typical AHT when running anchors -
moderate to deep water

The AHT is running a leeside anchor w ith a chaser collar system.

The seas are 3 to 4 mHs with a period of 6- 8 seconds.

The AHT has run the anchor line to the

target scope and has lowered it until it is
judged to be 5 to 10 m off bottom according
to the AHT winch line out counter.
The winch line out counter is out of
calibration and no other checks of the
SOm amount of work wire act ually slacked out
have been made. The anchor is in fact 50 m
off bottom.
The AHT applies high power to ensure all the
slack is taken out of the mooring line.

The AHT master is ordered to put the anchor

on bottom.
He decides to land the anchor by going astern
rather than veering more work wire.
He reduces power quickly and the boat moves
astern at speed under the influence of the
work-wire and mooring line load .
I
7
As the boat begins to move
astern a larger than normal wave ◄
is encountered which floods over The doors to the engine room each side of
the stern and as the boat the winch space have been left open. As the
continues to move astern, the sea reaches the winch space, it floods down
whole aft deck is flooded up to ._,.
..,,.. into the engine room swamping
the winch. switchboards and electrical controls.
The boat 'blacks out' and is partially
disabled.
 Part 2 - PRACTICE

the volume of green water in way of the shark jaws successive layers on the work drum. This will
and guide pins or the vessel motion makes it too effectively put the boat out of action until the wire
dangerous to move anchors and other equipment can be spooled off and restowed neatly under
into position for connections, then the vessel is tension, b ut 'ripping down' often results in significant
effectively out of action as the work may not be able damage to the wire, making it unusable. It is normal
to be completed. in deep water anchor handling to respool Jong work
wires after EACH anchor movement.
• Changing the lead angle of a work wire o r chain
section which is under high tension, allowing it to • Deploying large amou nts of mooring chain sections
'skid' across the deck from one set of guide pins to out of the vessels chain lockers results in moving
another is highly dangerous - not only because the weight from low down in the vessel thus raising the
shock loading as it is brought to a standstill may KG and reducing GM. If a vessel is working at or dose
overload the wire or chain and part it, but equally it to m inimum GM values, this reduction in GM could
might overload the winch or gypsy. A potentially have a sign ificant influence on the safe operation of
more dangerous aspect of this is the high dynamic the vessel. Masters and officers sh ould have a
load caused by the movement, then sudden halt, of preplanned method of ballasting the vessel to
the chain or wire. The tension (weight) and speed of compensate for the reduction in GM due to
movement will resuh in a 'kinetic energy' value deploying weight from the vessel. This may be by
which may translate into a sudden listing lever on using double bottom tanks or filling the chain
the vessel if the lead of the chain or wire is lockers with seawater. In all cases, the counter
significantly off the centre line. ballasting plan should be such that 'free surface' is
kept to a minimum and that the counter ballasting
• Poorly-spooled work wires may be subjected to such operation itself does not result in a significant GM
high loads that the wire pulls down through reduction.

Anchor handling operations - Alphonse Letzer and President Hubert

These two onchor handling/towing vessels were designed for anchor handling and towing, particularly towing operations. Their design
reflects the emphasis on towing ability, but they have proved highly efficient for lay barge type anchor handling operations. Both
vessels are, by modern standards, quite old, but they continue to give excellent service when used for their intended purpose.
(courtesy of URS)
 Chapter 8 - The dangers of very high loads during deep water anchor handling 201

mtPRESIDENT HUBERT
mt ALPHONSE LETZER*

All our tugs have the most modem navigational aids s a. radar, echosounders,
DGPS, compasses, satnav, electronic charting. muhiple VHF
sets. radio station, ...

PROPULSION
President Hubert:

Alphonse Letzer:

RESCUE
President Hubert:

ACCOMMODATION
President Hubert:
AUXILIARIES
Alphonse Letzer:
President Hubert:
 The dangers of high speed manoeuvring during
lay barge operations

General remarks Fighter, URS/Smit, show an anchor handler of modem

design. The photos and diagrams of Steuns Power and
Pipelaying operaLions from spread moored pipelaying President Hubert are good examples of an older
barges rely heavily on the continuous smooth generation of anchor handler. It should be appreciated
movement oft.he barge along the lay route, achieved by that pure anchor handlers of the types shown are those
sequentially moving the anchor system. Delays in derived from North European design/shipbuilding
recovering and resetting anchors caused by inefficient or practice. In North America, the pure anchor handler
slow response from t.he anchor handling boats are likely differs in some respects being more closely related to
to result in boats being 'run off, that is summarily their tug design practice.
dismissed from the work. In some pipelaying operations it has become the
Anchor handling for a lay barge requires excellent practice to use quite large AHTS class boats along with
boat handling skills and a willingness to work a boat to the generally smaller and more nimble pure AHT class
the full limits of its capability. In these circumstances, vessels. This may be for either operational or availability
speed of operation is encouraged and this can lead to reasons, but it must be appreciated that the differences
errors of judgement with sometimes fatal results (refer in each type of vessel can influence not only the speed
to loss of Steuns Power). of anchor handling operations overall, but the dangers
The photo and plans on page 203 of the Union that each type of vessel should be aware of.

Anchor handling operations - Union Warrior

These new build anchor handling tugs reflect changes in design and market requirements since the building of Alphonse Letzer and
President Hubert. This class is highly efficient for laybarge anchor handling, offshore oilfield support (FPSO shuttle tanker operations)
and general oilfield towing/positioning duties. The propulsion system is of modern design with fully azimuthing propellers. The deep
hull and large beam to length ratio reflect the requirements for an efficient towing vessel rather than a vessel designed with multiple
tasks such as supply duty in mind. (courtesy of URS)

202
 Chapter 9 - The dangers of high speed manoeuvring during lay barge operations 203

mt UNION WARRIOR
l • mt UNION FIGHTER
mt UNION BOXER
mt UNION WRESTLER

® w
All our tugS heve the most modern navigational aids s.a . radar. echosounder,
DGPS, CO,npa$5, electronic charting. multiple VHF sets. doppler speed log, ...
204 Part 2 - PRACTICE

e ca.udons -AHi$ doss vessels The fact that the President Hubert has had a long and
successful history would indicate that this low freeboard
• AHTS class vessels should be very cautious when does not seriously effect the vessel operations or safety
going astern at speeds over about 3 to 4 knots. It is in stability terms. It should however be noted that these
good practice to test out the vessel 'safe' astern speed two vessels have very long high forecastles, rather
on a regular basis. This can be done in the 'waiting' slabsided forebodies, deep draft and quite small beam
periods between anchor shifts or when the weather/ to length ratios. In brief therefore, their design permits
sea conditions significantly change. Inform the lay the working deck freeboard to be low without seriously
barge tower foreman of the estimated 'safe astern compromising stability even in very rough seas when
speed' and request him to keep the winch speed their decks are constantly wave swept.
within that range.
• Al-ITS class vessels should be very aware of the General preet1utions applicable to al vessel
influence of the 'free trim effect' when significant ~es
parts of the working deck are intermittently
submerged. • Going astern with significant amounts of 'green
• Al-IT and AHTS types should not trim the vessel by water' on the deck is extremely dangerous,
the stern in order to ease the catd1ing of anchor particularly if the vessel is working at nominal
buoys because stern down trim will most often positive GM values, albeit within permitted limits
degrade the course keeping ability while going astern (refer to the free trim effect).
at speed. In addition, when goi_ng astern at speed in • The speed at which the lay barge expects the Al-IT to
sea or swell conditions which are likely to flood over run and recover anchors may be such that th.e bow
the stern, such a trim may lead to the vessel driving and stem thrusters (if fitted) are ineffective and
the main deck underwater. The majority of Al-IT/ therefore keeping on the required running line is
Al-ITS class vessels steer better when going astern if achieved by use of the rudders and main propulsion
they are trimmed slightly bow down (make output. Inexperienced drivers who rely on the side
allowances for the anchor load). thrusters to stay on line should be given intensive
training under more experienced personnel before
Vessel design no te. It will be apparent from an
being permitted to handle the vessel on their own.
examination of the photos and side elevation drawings
The AHT drivers must learn to use wind and current
of the AHTs President Hubert and Union Fighter that they
forces to advantage and not rely on side thrusters to
have quite a low freeboard on the working deck and in
overcome them.
this author's experience with President Hubert and
similar pure AHT type vessels on several operations, the • Very experienced lay barge anchor handling
main working deck is frequently awash. tugmasters often develop manoeuvring tedrniques

The effect of trim on steering a tug being towed astern

Bow down trim

Large counter yawing moment
Tug yaws to
starboard

The greater immersed area of the hull's forepart is more resistant to lateral movement than the aft
body, so the tug pivots about a point well forward of the stern. Deviations from following the tow lead
create a strong restori ng moment due to the stem's large lateral shift against the tow tension.
Stern down trim
· Tug yaws to
------" p starboard
J._,,--~==:i
•
G=====!:!:!!!!;J;l\•~
Trimming the tug by the stern increases the immersed surface area of the after part of the hull whilst
reduci ng the forward surface area underwater, so the pivot point moves closer to the stern and the
restoring moment to correct for any deviation from fo llowing the tow lead is consequently reduced.
Steering astern becomes increasingly sensitive and more difficult to control as stern trim increases.
 Chapter 9 - The dangers of high speed manoeuvring during lay barge operations

Lay barge anchor handling - sling shot manoeuvre

Position ~ This technique is used to speed up the process
of redeploying an anchor from one position to
another. It can be dangerous if both the speed

-, / and control over the vessel is lost because at

the later stages of the operation the vessel uses
the barge anchor line, leading off the stern (at
what can be a large angle) to swing the vessel
onto the new heading. Not only is the vessel
travelling stern first at speed, but as the vessel
makes t he turn it is likely to list and flooding
..... ... may occur at the stern and over the main deck.

Position B - .......
Diagram A The lay barge anchor is to be
redeployed from Position A to Position B.The

-- -- --- AHT has recovered the anchor and the barge

begins to recover the mooring w ire.
--
,.,, / Diagram B The mooring wire is shortened
,,... until it is judged that the catenary is clear
,,... ,,....
l
Jl~,-
of the seabed. The AHT commences a
,., ,., sternfirst shearing movement towards the
new anchor bearing using rudders and
main propulsion power to drive stern first
towards the new bearing while

-- -..

-- - - .....
maintaining the AHT at an angle to the
barge. At this point the barge mooring line
begins to impose load at an angle to t he
-- ......
AHT centre line. The barge may continue
to recover mooring line .
Diagram C At this point, -
misjudgements in control of the .......
AHT and the forces which result
can be very dangerous. If the AHT

~ ~1/2\. ~
heading control is lost, t he safest
cou rse of action is to reduce all
power and call an all stop on the
barge winch. .,, /
,.,
,.,, ''---"-~Y-
--...., --------- ~

.
'
~-----
-------:.--¼~\' .....
-,~~
~I'
I , ... _
Diagram D The AHT is approaching the new anchor ... - _ J..
bearing line stern first and at this point the barge mooring ............... - -....
line may be at its maximum angle off the AHT centre line. The AHT ....._,
applies more ahead power and maximum rudder angle and uses the 'lever' of the barge mooring line
acting at an angle off the stern to achieve a rapid change of heading onto the new anchor bearing rne
If done by a skilled boat handler wit h the boat correctly set up, such a technique is satisfying to per'o7'::'l
and impressive to watch. If it goes wrong it could lead to disaster.
 which speed up the operation. Such skills need to be maximum speed if either the band brake is released
both learnt and practiced and may be wholly or emergency release is activated, it may be necessary
inappropriate or downright dangerous when they are to 'de-clutch' the drive from the winch once the
used on a boat whose design does not allow it or by anchor is recovered to the stem roller. Much depends
personnel who think they know the technique. An upon the type of winch, the speed of payout
example is what is often called 'sling shotting'. 1n this ad,ievable when the winch is 'in-clutch' and the
manoeuvre the AHT recovers an anchor and allows sequence of actions which occur when 'emergency
the barge to recover sufficient mooring line to bring release' is activated.
the bight clear of the seabed. Once the line is
• Tugmasters should advise tower foremen how their
shortened and while still going astern, the AHT is
winch system and boat is best operated before
swung at an angle to the original anchor bearing line
commencing work and during operations the
and using rudder and main engine power it drives
tugmaster should not hesitate to advise them on the
itself up to the new bearing line stem first and once
maximum barge winch speeds that tJ1e boat can cope
on line smartly swings the bow onto the correct
with in tJ1e prevailing sea conditions. Although a
heading and asks the barge to begin payout for
spirit of competitiveness between boats working the
setting the anchor on the new bearing. This
barge anchor spread is both natural and ohen
technique can save quite a lot of time and uses the
encouraged, a better approach to the work is to
forces on the anchor line and the boats own
proceed at a constant pace within the limits of the
mass/kinetic energy, but it can result in the boat
particular boat keeping some reserve of power and
taking such a violent shear off line that the forces on
speed for the tin1es it may be needed.
the anchor line, combined with the use of too much
engine power, result in the AHT being pulled • Tower foremen should take the time to study the
violentJy over, with consequent flooding of the main behaviour of each boat in the 'spread' and allocate
deck and possible capsize. anchors to the boat best suited to any particular
anchor. Keeping the same boat always working the
• Watertight integrity on the working deck and around
same side of the barge or the same group of anchors
the winch space must be fully maintained alJ the
may in fact be inefficient and pose unnecessary risks
time during anchor handling operations. No
to the boat and the barge operations. For example, a
exceptions should be permitted and the importance
boat with a less than efficient side thrust capability is
of keeping watertight doors and hatches dosed
not tJ1e boat to use when working anchors across
should be understood by all onboard and regular
strong current velocities. Another case using a small
checks made to ensure the doors/hatches and other
boat to act as a 'live' anchor may not be the best
openings are in fact watertight.
choice if a heavier/bigger boat is available.
• It is vital that the emergency release system on the
• Tower foremen have a responsibility to ensure that
AHT work winch is fully operational and that when
activated it lets the winch out at maximum speed. their winch operators work with the boat handling
any patticular anchor. Running/recovery/reposition-
The system and its operation should be regularly
ing anchors is a cooperative operation between tJ1e
tested and any in-built delay should be well
boat, the winch operator and the tower fore.men, not
understood by all tJ1e operational personnel (both
a competition between these parties. It is neither
drivers and engineers). The clutch and brake
good practice no r good management to place the
arrangement on the winch should be fuUy
AHTs in danger jus t for the sake of moving the
, understood by the boat drivers and engineers. In
anchor in the fastest possible time.
order to ensure that the winch will pay out at
 Some operational characteristics of modern
-
high powered AHTS-type vessels

Maden desig_n and operational practice

~----- permit the boat to stop within a distance which will not
endanger the mooring equipment nor pose a serious
This sectjon deals with modern vessels, mainly classed collision risk to a barge (rig) whe.n working dose
Al-ITS, whose bollard pull exceeds 130-140 tonnes. alongside. Another factor to consider is that the barge
Such vessels will gene.rally be ove.r 60 m long. (rig) winches, specifically the braking systems, may be
In the last ten years, the worldwide fleet of easily over-stressed when large boats apply too much
AHT/AHTS dass vessels has seen many improvements power or too much speed when running anchors and
in design capability and equipment mainly in response these boats may be unable to reduce speed fast enough
to current market forces and predicted future trends. In to avoid damage to the rig winch system when ordered
addition, the size of vessels in terms of both physical lo slow down or stop.
dimensions and bollard pull has risen, especially in If these very large boats are moving in a seaway, theiI
those areas of the world where the vessels are required motions, especially heave, may impose ve.ry sudden
to work in deep water and harsh environments. high loads on the working wires and connections,
Older tonnage of more modest size and power especially when breaking out anchors. Many of the
continues to be replaced by more modern versions of winch systems on these boats have 'tension adjust'
similar size where a particular market or geographical facility which should be used to ensure that the winch
area does not warrant very large or very powerful load does not exceed a given value. It should be
tonnage. appreciated that such systems do not work
instantaneously when the tension reaches its set value,
so relying on the system to slack off the tension
Boat mass and kinetic energy immediately is not good practice. It is safer to use a
work wire length which is longer than that normally
Big boats mean lots of displacement and lots of mass. used in any given water depth (about one third longer
Mass combined with movement in any direction results for breaking out anchors) because this reduces the peak
in kinetic energy, especially when you try to stop it or loads on the system and such large boats usually have
change its direction of movement. A Swire Pacific D more than enough power to lift standard sized anchors
class may have a displacement of about 5,000 tonnes out of embedmenl with a less than ideal work wire to
plus. The Siem Offshore VS 491 class might displace anchor angle.
about 7,000 tonnes plus.
When these very large vessels are contracted,
especially off the 'spot market', for rig moves, a number A-frames and other top hamper
of factors need to be considered.
Take for example the fact that a normal semi- On some very large AHTS types the addition of an
submersible may have a 76 mm diameter chasing A-frame at the stem is not uncommon. The A-frame
pennant fitted to its anchors. A typical big AHTS will use may have a variety of uses such as deploying and
a work wire of 85 to 90 mm in diameter. This mismatd1 operating sub-sea ploughing/trend1ing/burial systems,
in wire size means that the boat must take great care runnfog and recovery of specialist and10r systems such
when running and recovering anchors as it is easy to as suction or driven piles and to run subsea structures or
break the and1or chase pennant before the work wire. tools among other tasks. For normal anchor handling
Similarly the large mass/kinetic energy of the boat operations the A-frame plays no part other than its
can easily damage mooring chains and anchors even if occasional use as a lifting aid.
excessive power is not being used. Applying pulling Some points must be appreciated in every case if the
forces to standard rig anchor chain above its proof load A-frame is used for any operation and these are:
value will cause damage to the chain which may not be
• Once any load is taken on the A-frame the centre of
immediately apparent. Maximum peak tension values
gravity of the load moves to Lhe top A-frame sheave.
should be set at the start of an operation and closely
This will result in a higher KG and reduced GM. If it
monitored at all times. It is critical for the safety of the
is planned to use the A-frame then the vessel stability
operation that the winch tension meters on the boat
must be checked and verified as adequate before
and the rig are properly calibrated and reliable before
attempting to lift th.e load.
using this type of vessel.
Large vessels take longer to reduce speed and Using the A-frame to lift/handle a load while the
therefore must be operated within speed limits that vessel is rolling may result in much more exaggerated

207
 Part 2 - PRACTICE

Top hamper - A-frames

The stern of Solstad's Normand Ivan from Normand Mariner. Both these large AHTSIOSV type vessels are fitted with very heavy
A-frames, mainly used for launch and recovery of 'ploughing machines'. Once the plough is landed on the seabed it is towed via the
towing winch drum with the towline at deck level leading over the stern.
As soon as the plough is suspended from the A-frame, during launch and recovery, the weight acts at the head of the A-frame and
therefore the stability ofthe vessel must be carefully adjusted to maintain adequate righting lever values.
(photograph by Michael Hancox)

Top hamper - launch frames

The stern of Farstad's Far Scout, a large AHTSIOSV. The structure is designedfor launching pile and deploying mooring piles,
particularly suction piles. The piles can be passed horizontally from forward on the main deck, through the frame and then lowered
over the stern and deployed in the required vertical attitude. (courtesy of Orwell Offshore)
 Chapter 70 - Some operational characteristics ofmodern high power AHTS type vessels

roll motions because of the rise in KG as the load and around the stem of the vessel with 'blind spots'
becomes suspended. This could be extremely a common occurence. When working the vessel in
dangerous not just from the point of view of stability, close proximity to a collision hazard these blind
but the load could suddenly take control and spots should be taken into account.
become a significant hazard not just to the vessel
• It has been observed that in certain stability
structure but it may also influence the amplitude of
conditions and when turning the vessel sharply at
any roll. The motions of the vessel must be
speed (while running free), the A-frame may cause a
considered before attempting to lift a load. Bear in
sudden and excessive healing effect which may come
mind that the use of roll reduction tanks wiJl almost
as something of a surprise to those onboard. Even
always result in some loss of GM due to the tank free
. during normal anchor handling operations, in heavy
surface and it may be that calculations of stability
weather, the A-frame will influence ship motion and
with the suspended load and roll reduction tanks in
before the vessel is committed to working across the
use make such an operation too hazardous to lift in
stability terms. weather where maximum roll motions might be
encountered, this possible increase in roll motion
• The A-frame often seriously obscures the vision at should be considered.

Top hamper - launch frames

The Far Scout pile launch frame viewed from forward looking aft. The pathway through the frame to the stern roller is clearly visible.
In the background is a materials barge with a set ofsuction pile moorings which the Far Scout is deploying.
(courtesy of Orwell Offshore)
 Anchor handling loads - basic data required and
how to use it

The loads on the vessel Discussion and lessons to be drawn from 'the
loads on the vessel'
The AHT will be subjected to the following loads during As noted, this is the result of a computer-generated
any anchor handling operation: wind force, current model. The term 'dynamic bollard pull' should be read
force, wave-induced forces on the AHT hull; load on the as the maximum thrust required to hold the AHT over
work winches caused by the forces exerted by the winch the anchor target position while resisting the maximum
system on the mooring line being handled; rig/barge dynamic winch loads caused by the vessel moving in
winch forces exened on the mooring line; the forces the seaway. ln practke, the AJ-IT will run to targeL
exerted by using main propellers and rudders and those receive verification from the barge that it is on target
caused using side or azimuth thrusters. The AHT itself then run the anchor to bottom. It is in the (hopefulh
has a defined mass and the vessel moving in the seaway brief) interval, once the AHT has reached target, that
induces loads which are a component of the dynamic these peak loads occur. Despite the fact that such a
values. The barge mooring line has mass (weight) per calculation is computed and subject to some errors, the
unit length and will be in a catenary as it is extended. lt fact remains that this is typical of the sort of loads the
will experience varying loads and itself will contribute AHT might experience.
to peak dynamic values as it is extended (run out) . It is particularly important to realise that AHT lJ1k
The loads experienced by the Al IT have two vessels of conventional design will experience the
components, a static value and a dynamic value. The greatest wind wave and current loads on the vess1:-
most important of these is the dynamic value because it when these forces act on the vessel from ABEAM t
is not readily predictable even with the most about 30 degrees ABAFf the beam. This is readil
sophisticated of computer models. For practical observable when running the lee side anchor of
purposes the value of the d ynamic load can be taken spread moored drilling unit or lay barge. As the AI:-
as be ing between 1.4 a nd 1.6 times the static loa d. progresses out of the lee of the barge, the forces of win1..
A practical illustration of this is as follows. A modern and wave start to strike the vessel, pitching and rollir.,
AHTS class vessel, type ur 722 L, in anchor handling motions increase as the Al-IT moves out dear of L
load conditions, is to deploy an all-chain mooring from barge. Once subjected to the full force of wind and wa•
a barge in 120 m of water. The d1ain is 76 mm diameter, the AHT will begin to experience peak loads on w
the barge requires the AHT to deploy 1,200 m of chain work winch as the stem pitches up and the wave fror
with a 12-tonne anchor. The d1ose11 maximum environ- pushes the vessel ahead. As a wave passes the vessel
mental conditions under whid1 the operation is to be pitches stern down and the winch loads reduce.
carried out are, wind speed 13 m/sec, significant wave As the AHT moves down the rw1 line of the anch
1 height 2.7 m and wave period 6.2 seconds. No current and experiences the full force of wind/wave and curren
loads are envisaged. the requirement for side thrust power increases. Keepif"-_
The computer-generated model for this operation up on line may require significant side thrust pO\\L~
identifies the following loads and their values: which might mean using one main propeller ar
The maximum winch loads and required bollard pull rudder to push the hold up the stern and bow thru
loads occur when the AHT has run out the 1,200 m of power to hold up the head.
chai11 and is positioned over the anchor drop point and Assuming the vessel has say 20 tonnes of bow thn.
the anchor is still at the roller. capacity but only 10 tonnes of stem thrust power, tl
will be insufficient to hold up against the predicted - -
These are maximum line tensions on the AHT winch -
tonnes of environmental load. It should be assurn_
Static load - 124 tonnes
that the stem thrusters may be only partly effective,
Dynamic load - 190 tonnes
the side thrust aft must come from one of the m
Maximum bollard pull required -
rudders. In a well-designed vessel with high lift
Static bollard pull - 73 tonnes
trailing flap (becker) rudder, designs up to 60%
Dynamic bollard pull - 120 tonnes
propeller output can be converted into side thrust wh_
The maximum environmental loads on the AHT from
the rudder is put hard over.
wind and wave occur when the AHT has the wind
and waves about 30 degrees abaft the beam.
Remember that to move the stem to port wr
consuained by an anchor line on the stern betwee n ;,.
Maximum load on the AHT beam is - 45 tonnes.
guide pins you have to put a rudder to STARBOARD

210
 Chapter 1 1 - Anchor handling loads - basic data required and how to use it

-g
0
V

..
:::!

u
0
"' ..
0 C,

"'
0
"'

:~
C:
I ...
C, ...
C,

sII ..,
0
- ....
C ..,_
C,

e 0
000000
5i&8g~~ V,C,V,OU,
N N - -I
N N - -

u
"D
b1II C
"'

0
' "'

~ .
C

0
"' ...
0 0
"'
,.,.
C

C
o oo
V. 0
oe
U'I O \n
c o oC Ue" " o e
v, s v. ~g~gt=Eo
N N - r,., N - -
N "'' - -

:>pe;s -uiia .:>pe:is 'UAO JPl!lS 'UAQ :>pl!lS ·u,{a JPl!lS ·u,{a
(:t) 1111d
p.1e1oa ·xew .,. ,...,
.... .,.
l.t'l c::
r-- .,.
.:, 0
0C
M
r--
0
N
.... 0 M

(l) tpUJM .:>i:ie.s •u,{a ,µe1s ·u.{a -'!-Wl$ -o.{Q 'Pt?:lS •u,{a -' ll'e:lS ·u,{a
AHV :te uo1sua1 .,.
,c, c:: N .,.
0 C
aun ·xew
tpUJM .ilnf ll?
M
N
"" ,.:)
- c:;
c:: ,... ....
N
....
0-- 0
N
r--
M

uo,s_u ai :>!-'tQS
r-- ~
V: ~ ..,.
c- 0--
""'
ttuJ paqeas
,u.oqe .101puv
....
N
....
N
,-.
,.... ...,...,
N
....
N
.... ....
~

r--
(w) .1oq:>ue
"'
<:'
r-- .,.r--
c:: r--
,....
0
0
-peap1eJ 1s1a
QO
V: .... ,....
N

(tu) AHV .,. 0C r--

r--
0

·naow 'ls1a "'

cc I"-
V:
,:-
r-- ....
....
0
N
....
lWJ 0 e C e
0
e
3J§M)(JOM AHV .....
{UI)
ino4ed OOOW
e
....
0

...,
0
N
~
g
0: ....,.
U')
er:
N
~
...
N

da1s N M Ll'l

Load data produced for an anchor handling operation using Orcaflex software
The above tables show the fine tension loads (winch tension) and bollard pull that the anchor handling tug will be subjected to during
deployment of an anchor. In this operation, the mooring line consisted of 7,200 m of76 mm diameter chain with a 15te anchor.
The moorings were to be deployed in 250 m of waterfrom a semi-submersible drilling rig using a PCC system. The load data was
produced on the assumption that the maximum weather in which the operation could take place was Beaufort Force 6. Windspeed
72.9 mlsec. Wave Height (Hs) 2.6 m. Wave Period 6.2 sees. The anchor handling tug model chosen was an Ulstein 722L at a
displacement of4 500 te.
Additional data supplied with the above table showed that the maximum environmental load on the AHT occurred when the
wind/wave loads for BF 6 were applied on the beam and reached a maximum value of45te.
The reduction in the vessel CZ was also supplied by applying the maximum dynamic loading on the AHT in terms ofbollard pull
and winch tension, to a point on the outer edge of the stern roller with the mooring line at an angle offthe vessel centre line of 25
degrees. This gave a CZ reduction of 0.2 m.
212 Part 2 - PRACTICE

Powero ut Bol/ottl ull - how much is 11t:tuot wailoble

It may not be possible to find out easily how much The vessel should have a bollard pull certificate. If you
power a given side thruster or main propeller can are lucky, you may even have a copy of the last bollard
produce. The following conversion factors can be used pull test or it may be in lhe owner's office. The bollard
to get a reasonable idea of what to expect. 1t is suggested pull test document should show th.e main machinery
that the figures obtained from any calculations are output in terms of engine output and propeller
REDUCED by 10% to allow for less than optimum revolutions when the bollard pull test values were
operation. recorded. If your engineers operate the vessel at lower
For tunnel thrusters and propellers in Kort nozzles, values than shown, say only 80%, then the bollard pull
power output is about 14.5 kUogramforce per brake available to use is also reduced. It is important to note
horsepower. where the test was carried out. lf it was done in the
middle of winter in Northern Europe then the main
Example: A 1,000 BHP tunnel thruster should be able to
engine exhaust temperatures will be subsequently lower
apply 14,500 kg/f about 14.5 tonnes force.
due to the cold water and the available main engine
Static bollard pull (vessel at zero speed) for propeJlers
output will be higher than if the vessel has to run
in Kort nozzles can be estimated by;
anchors in the warm tropical waters.
Bollard pull (controllable pitch propellers) = brake
From the certificate or the test report the bollard pull
horse power X 32/2,204 tonnes
for various values of control lever ( or pitch setting or
Bollard pull (fixed pitch propellers) = brake horse
propeller RPM) settings should also be found and such
power X 26/2,204 tonnes .
data should be displayed at the control station. If a chart
If power output for a thruster or main engines is given
of pitch setting against bollard pull is not available then
in kilowatts lhe following conversion can be used:
make one up and place it at tl1e control station.
1 kilowatt= l.341 brake horse power.
The condition of the main machinery will also reflect
Anchor handling operations are usually carried out its output. If the machinery is in poor condition or
(running and recovery) at low speed, but some power is overdue for servicing these factor might influence how
still required to drive lhe vessel lhrough the water. At much power is actually available.
speeds up to about 3 knots, the average type of AHT wi 11
only use about 5%-10% of available bollard pull for
this.

Working against adverse wind and sea conditions

This AHTS is engaged in positioning towing for a mooring operation and is holding itself up against strong current, wind and wove
forces on the port side. Note the calm water to starboard where the side thrusters are pushing hard, the main propeller wash and the
wove build up to port. In this situation it is extremely important to know if the vessel hos both sufficient bollard pull and side thrust
capability available to perform the required operation. Sufficient calculations ofthe required bollard pull, side thrust power in a given
environment should be mode prior to committing the vessel to the work and contingency plans should be developed to cope with any
increase in environmental loads or breakdown of the vessel's machinery systems. (courtesy Orwell Offshore)
 Chapter 11 - Anchor handling loads - basic data required and how to use it 213

load data calculated on anchor handling tug using Orcaflex software

These two diagrams show the loads imposed on the anchor handling tug to produce the GZ
reduction and the side loading due to the environment

Vessel motion in
given sea conditions

~
Stern roller

Vertical angle of the

V mooring line

',,_.,....
-.. ., _-1~- .....

Mooring line at the o=rd

edge of the stern roller
7 ., ' I

«··t ',-( ', . . . . .

...._

Horizontal angle of' the mooring

line off the vessel centre line

Mooring line acting at an angle to the stern of the anchor handling tug located on the
outboard edge of the stern roller

□,
Mooring line at maximum
scope and tension
Drilling rig

~
----
Environmental load - wind
and wave forces
r
Environmental force on the
anchor handling tug

Anchor handling tug offset at an angle to the required mooring line bearing
 Calculating anchor handling loads

The impottane,, tdknowing wbtitthe aJJdtor uncommon to fmd that little useful data is provided
hand/in loads 'fliii/1 h and additionally, the boats contracted to perform the
work may be very dose to or below the power
lt is extremely dangerous to commit the boat to an requirements assumed in the operational planning of a
anchor handling operation without having a reasonable particular job. This is more likely to occur where boats
idea of the loads that the boat will be subjected to are selected on the basis of what is available on the 'spot
during the course of running or recovery of an anchor market' at the time the work has to be done.
system. In the past, when the anchor handling tug fleet A detailed analysis of the loads to be expected during
was of modest power and capability and the water an anchor handling operation can be carried out using
depths in which operations were conducted were specialist computer software such as Orcaflex. This type
shallow by today's norms, the need to closely define the of programme is not usually found aboard the average
potential loads that the boat would be subjected too anchor handling vessel and its use requires time and
were not considered particularly important. The considerable experience to achieve accurate results. It is,
limitations of the boats more often than not prevented however, becoming more usual to provide detailed
them getting into potentially serious situations information to the anchor handling tugs and the
although accidents did happen. personnel in charge of the operation. The data is
If the boat commences an operation without prepared by the company in charge of the operation
knowledge of the loads and the limits these will impose some time in advance of the actual execution date. This
on the particular vessel, there is a likelihood of the may have the disadvantage of having to use hydro-
following situations arising and in the right dynamic data for anchor handling tugs which is
combination the boat can be in serious danger: generalised around a particular common type (generic
design e.g. Ulstien UT 722) rather than the data for the
• Deploying an anchor and finding that after running
boats which will actually carry out the work.
two thirds of the scope to target the boat has
The output from such exercises can provide the
insufficient bollard pull to complete the run, this
following data:
leaves the boat i_n a position where it may not be able
to proceed further and depending on the • The maximum static bollard pull and winch loads at
environmental load it may not even be able to hold various stages of the deployment or recovery of a
position on the designed anchor run line. mooring Line.
• Deploying or recovering an anchor and finding that • The maximum dynamic bollard pull and winch
the work winch loads are so large that the winch is loads at various stages of the deployment or recovery
unable to perform the operations required. of a mooring line when the anchor han.dling vessel is
'• Deploying or recovering an anchor in deteriorating subjected to given wind and wave conditions which
weather conditions where the additional power impose the maximum loads on the vessel.
required to hold or maintain position is misjudged • The environmental loading on the beam of a
and the boat finds itself at the extreme limits of its particular anchor handling tug when subjected to a
capability. given set of wind, wave height conditions.
• It is often possible to provide data showing the
mooring line induced heeling moments which result
Mddertf IHist pipqltte .m~liJiiM111tlii.l from the mooring line load acting at a given angle off
cti/Clilotio11s
the vessel centre line. This can be converted into a
heeUng lever arm and subtracted from the actual
In many parts of the world it is becoming common
vessel heeling arm (GZ) to show the residual heeling
practice lo provide anchor handling tugs with some
arm.
load data prior to commencing an anchor handling
operation. Specifically, the boats may be given the One perceived advantage of performing the calculations
expected bollard pull and winch load data at particular for an operation based on a given generic anchor
stages of the deployment or recovery of an anchor handling tug design is that the results will at least show
system. In Northern Europe and Norway, specific what the minimum specification of anchor handling
operational guidelines, and in some cases mandatory tugs should be in terms of bollard pull, winch power
rules, require that sufficient data is given to the boats to and side thruster power.
enable the masters to judge whether their particular An example of the data produced for a mooring
boat can carry out the work. It is, however, not operation is shown in the figure on page 211.

214
 Chapter 12 - Calculating anchor handling loads
------
as

Running anchors
This AHTS has one of the semi-submersible drilling unit's anchors on deck and has commenced running it to target. The anchor is a
75 te Stevpris. This fairly modern anchor, referred to as a 'high holding power, fixed-fluke anchor', requires specific procedures to both
deploy and recover unlike an earlier generation of hinged fluke anchors. As in the operations shown in the photo on page 220, a
detailed knowledge ofthe power required to deploy the anchor on the target position should be part of the data supplied to the AHT
before it is ordered to carry out the work. The weather conditions next to the rig may be considerably different (worse) once the AHT
has run the anchor out towards target when maximum power values might be required not just to reach target but stay on the
required running line with precision. (courtesy of Rimorchiatori Riuniti)

Less than exact data (that is calculations performed ensure they keep their vessels within t he operatin g
using a 'generic vessel design') can still be used during 'envelope' as defined by the data. This will apply to
actual operations to: the expected max.imwn propulsion and winch power
requirements and compliance with m inimum
• Ensure that a particular anchor handler is not
stability values.
committed to performing a gjven part of the work
because its available power is insufficient to h andle In order to provide such an analysis, considerable data
the expected loads. is required and this will include detailed hydrodynamic
• The load data is for a given set of environmental data for each anchor handli ng vessel in order to
conditions and this information may be used as a determine its motions in a given set of sea conditions,
guide to define the weather 'window' in which detailed data on the make-up of the mooring line
operations may continue or have to be suspended . system to be deployed or recovered and a specified set
• Masters of anchor handling tugs can use the data to of environmental conditions.
216 Part 2 - PRACTICE

for the safety of the boat (see Chapter 4, Loss of the

Modern ractlm - cross trockdtltdntll ,nits
Bourbon Dolphin).
ln Northern Europe, the loss of the Bourbon Dolphin From the point of view of the boat driver who finds
triggered a rethink of operational practice when carrying himself unable to maintain the intended mooring line
out quite normal anchor handling operations. The bearing, the very worst thing he can do is attempt to force
section above describes the quite detailed data that a vessel back into position by increasing the power output
some operating companies now require to be supplied and turning the boat towards the required trackline.
to the personnel and vessels engaged in such
operations. The cost and time of producing such
detailed data is thought by some to be of little real value
and therefore a simplified approach is often adopted.
The aim of this method is to prevent an anchor
The aim of the calculations is to provide the following
handling tug being subjected to off-centre loads during
data:
running and recovery of a mooring. The assumption is
that the Al-IT will always keep itself in line with the • The maximum bollard pull required to run/ recover a
mooring line and by so doing will not induce side particular anchor.
loading and potential GZ reduction. • The maximum expected work winch load during the
Although the method has the benefit of simplicity running/recovery of a particular anchor.
and ease of use by those in charge of the operation
There are a number of unknown factors which are very
(towmasters and rigmovers) it does not give any
difficult to cither judge or quantify to any meaningful
practical guidance on what steps to take should a
degree. These are:
particular boat get itself into the amber or red zones.
Suspending the operation when a boat reaches the red • If the 'belly' of the mooring line is dragging on the
zone is allowing matters to reach a point where a wrong seabed during anchor deployment, what additional
order or action could have very serious consequences loads might this impose on the anchor boat.

Cross Track Distance

It is advisable to keep forces being exerted by the weight and tension of the mooring system along the
fore and aft line of the AHVs by keeping the AHV on, or close to, the intended mooring line bearing.

The following limits and accompanying actions are required to be followed during mooring operations
whilst having due regard for the limitations of the unit and assisting vessels. Due consideration must be
given to any and all effects of such a deviation.
(i) When AHV range from rig is less than 160 m from the rig:
No action required as loads are low and the AHV may be requi red to deviate off line to work crane,
rack anchor or position correctly for environmental forces.
(ii) When AHV range exceeds 160 m from the rig:
The following table defines the limits and actions to be taken with regard to AHV cross track
distance during mooring operations:

ZONE LIMITS ACTION

~ 20m each side of intended No action required

track.
Amber Green zone + 75m on each AHV instructed to regain line, assistance from
side of the intended track. rig provided if required. Review environmental
forces being experienced.
Out with green or amber Mooring operation suspended until AHV
zones. regains amber zone and movement towards
intended track confirmed. OIM notified.

Load limiting criteria - Cross track distance

The table and its explanation is a method ofensuring that the AHT is not permitted to move outside given limits during anchor
deployment or recovery. Its aim is to ensure that the AHT is not subjected to potentially dangerous side loading and potential CZ
reduction during anchor handling operations. It does not consider what the potential loads on the AHT might be and it assumes that
the AHT is always working with the mooring line leading exactly in the vessel fore and oft line. In practice, this is not always possible
and some AHTs will be able to perform more efficiently ifthey can work at on angle to the designed mooring line bearing.
 Chapter 72 - Calculating anchor handling loads

• During anchor recove1y, specifically during breakout procedure or the amount of

of the anchor from the seabed, what are the expected towline deployed by the tug)
loads o n the work winch.
Horizontal distance = Lin metres
• What additional loads will be experienced due to the (distance between the stem of the
prevailing sea state caused by pitch and heave of the
tug and the object to which the
anchor handling tug.
mooring line or the towline is
Lt is very difficult to give precise data to a particular boat connected)
to enable them to judge the additional loads the above Sag distance = h in metres
three conditions might impose. (The distance between the sea
The caJculations shown only give STATIC loads and surface and the middle of the
therefore it is suggested that the calculated loads for a suspended length)
particular operation should be increased by a factor of
between 1.3 and 1.5 to reach a realistic value. Tension o n the line or winch tension = t in tonnes
A method of calculating the environmental loads on Touchdown distance = D in metres
a vessel was given in Part 1, Chapter 2. This caJculation (The horizontal distance from the
should give the officers of a boat some idea of the suspension point [roller or fairlead
available bollard pull in the actual and forecast to seabed] that a line under a given
weather conditions on site. An inspection of the anchor tension and in a known water depth
bearings and positions and their relationship to the will contact the seabed)
existing and forecast weather/sea conditions should
also be taken into account when assessing whether a Suspension point = s in metres
specific boat can perform a particular anchor run or (Height of fairlead or stern roller
recovery operation. above seabed)
Suspended length to touch down = SL in metres
(length of line between fairlead or
Catena!"-calculadons
stern roller and the touchdown point)
If you go on to the following website
www.tugando sv.com/ahto you will fi nd
spreads heets for calculating t he following data:
• The horizontaJ tension (bollard pull) required to Horizontal distance L = 2 (H/w) Sine H-1
ful)y support a given length of a mooring line clear of (Sw/2H)
the seabed.
Sag distance h = (H/w)[cosJ (wS/ 2H-1)
• The touch down point of a mooring line under a
given tension. Horizontal tension H= wL/8h
• The horizontal d istance or layback between the stem Length of line deployed S = L + 8h sqd./ 3L
of the AHT and the point on the seabed where an
anchor is laid. Tension (winch tensio n) t= H/ Cosine theta when
Tangent theta = 4h/L
Catenary calculations are quite complex and not all
formulae give the same results. Towline sag distance h= S sqd w/ 8t
The programmes and formulae supplied are only (less exact)
valid for mooring lines or towlines of uniform make- Touchdown distance D = lt/ w - s] x cos
up, that is, all chain or all wire. Composite moorings, [t/ w/ t/w-s]
consisting of either d1ain and wire or chain and
Suspended length to SL = sq. root
synthetic rope require more specialist programmes, for
touchdown [2s (t/w) - s squared I
example Multicat and these are proprietory products.

Cn,i'IHlfY ca/cu/atiods .. basic dt,Jh,itio'ns anti Usln the ttndto) hOll

ali6ttwlatitms ln modern anchor handling practice, anchor handling
tugs will generally be provided with a high accuracy
It is important to note that these formulae refer to a
positioning system (third party supplied) on which the
catenary of uniform weight per unit length, evenly
anchor pattern is displayed and therefore the actual 'as
loaded and suspended at each end at the same height.
laid' or intended anchor position data is readily
HorizontaJ tension (bollard pull) = H in tonnes measured in terms of horizontal distance from the
moored barge or vessel. ln addition, the bearings of the
Weight per unit length =win kg/metre
mooring lines, seabed obstructions and other relevant
Length of line deployed or = Sin metres data will often be displayed. The tug's own position in
suspended length relation to the 'barge' will be displayed in real time and
(the indicated length of mooring there may be a variety of data display options available
line out as reported or defined by to the boat driver.
 Diagram 1 - Basic elements of a catenary as described in the text
Mooring line of uniform weight per unit length

17
Weight per unit length w

Sag distance h
Vertical tension
component vt Length of line deployed
Tension on JI,._ orsuspendedlength S
the line t '1.. T A
' 1
I 5J
1 /
', I I /
H <1----~' -- - - - - - - - --(-- --p>
Horizontal tensio~ (bollard pull) Horizontal distance L !

Diagram 2 - Catenary calculations - mooring line forces acting on the

anchor handling tug

Mooring line/ work wire

Bollard pull (horizontal mooring line tension)
i __ L _-1>
Main propulsion output

, _ _ _ Winch tension
(line tension)
I

7
Vertical component

,
of line tension

1'-
1 '
1-~->-
I
Angle from the vertical
 Chapter 12 - Calculating anchor handling loads 219

Diagram 3 - Catenary calculations - combination wire and chain mooring

During deployment of a combination mooring the maximum depth of the system below the
sea surface will usually occur closer to the anchor handling tug because the weight of the
chain section will be greater than the wire section when the line is in suspension.

Chain section

Wire/ chain junction

Diagram 3 - Catenary calculations - partly grounded mooring line - running and

recovery moorings
The anchor handling tug will have to overcome the drag force of the mooring line section
resting on the seabed in order to complete deployment if it is running the anchor, or apply
more bollard pull to lift the mooring line clear of the seabed.

Seabed Grounded section

During recovery operations the barge winch may not be powerful enough to overcome the
grounded section resistance and may request the anchor handling tug to apply more power
to lift the bight of the line clear of the seabed.
 Part 2 - PRACTICE

Barge movers and towmasters will frequently ask the Cautions when using the spreadsheets
anchor handling tug running or recovering a mooring
one or more of the following questions: • The tension values which are required are derived
from estimates or measurements on the winch
Running anchors sensors, both on the barge being moored and the
anchor handling tug. Errors due to fa u lty or
• How much work wire had you deployed when the uncalibrated sensors and worn or sticking bearings
anchor touched bottom?
on balige fairleads and anchor handling tug stem
• How much tension do you have on the work winch? rollers will add a degree of uncertainty.
• Can you give/apply more power? • Similarly, the length of mooring line or work wire
deployed is subject to the same kind of sensor or
Recovering anchors calibration error. It is important to check that the line
out value of the work winches on the anchor
• Tell me when you are on (chaser collar at the anchor)
the anchor. handling tug are calibrated for the size of work wire
actually in use, especially third party-supplied wires.
• By my calculations you should be at the and1or
( collar at the anchor), how much work wire have you • When required, do not neglect to apply the height of
the suspension point where this value might
deployed?
influence the operation, for example when mnning a
• What was the tension on the winch when the anchor mooring line across a sub-surface obstruction
broke out of the bottom? requiring a given vertical clearance distance.

Anchor handling - running specialised anchor types

This AHTS/OSV is preparing to run a Stevmanta plate type anchor. These anchors embed by means of tension applied by the anchor
handling tug and usually require specific values of bollard pull in order for the anchor to reach full penetration depth and designed
holding power. Specific procedures are required to run and recover these anchors. Unlike previous generations of anchors, these types
require specific types of seabed in which to pe,jorm properly and the anchor handling procedures should contain considerable details
on the required procedure to deploy and embed them. These types ofanchor are more commonly used for semi-permanent mooring
systems such as those for FPSO/CALM type installations. It is extremely important to ensure that the AHTS installing the anchor has
sufficient bollard pull to fully embed the anchor. Testing the anchor to the required 'test tension; which is usually higher than initial
tension, may be carried out by the AHTS installing the anchor. If the installation AHTS does not have enough power, then other
methods such as using two vessels to apply tension on the same line or 'cross tensioning; (pulling one anchor in a spread against
another) may be used.
Makers of most modern anchors publish detailed installation and handling procedures for their products and these should always be
carefully studied and understood before commencing work (see Appendicesfar a list of useful addresses). (courtesy of Orwell Offshore)
 Chapter 12 - Calculating anchor handling loads

Using the bollard pull required calculation Input the mooring line weight per unit length (110)
and line length (1,500). Now adjust the bollard pull to
Thjs spreadsheet requires the user to calculate the
achieve a value of 300 m (sag distance). It will be seen
bollard pull required by varying the value to arrive at a
that 108 te is the required bollard pull. In practice, it
point where the sag distance (h) is slightly less than the
would now be wise to increase the requjred bollard pull
water depth .
by 1.4 if the weather is reasonable and 1.6 if the
Example: A drilling rig intends to moor in 300 m of conditions are judged to be at the upper limits of
water and deploy 1,500 m of 76 mm diameter chain. practical working weather. Thus, the probable
The rig fairleads are 6 m above the water. The anchor maximum estimated bollard pull values are 151 te or
boat needs to know what the maximum static tension 172.8 te.
would be when it has run all 1,500 m of cham and is The weight of any and1or attached to the mooring
holding the chajn belly just clear of the seabed. Tbe line is not taken into account. It is assumed that the
chain weighs 126 kg/metre in air and about 110 kg/ anchor is at the stern of the boat and is a static weight.
metre in water. Enter the data in the yellow fields only.

Bollard pull calculation spreadsheet - example

Catenary Calculations - Using Bollard Pull

L = (2H/w) sinli 1 (Sw/2H) h = (H/w)[cosh (wS/2H) - I]

Figures onlv to be keved In the vellow fields!

H 106 t Horizontal Pull, Bollard Pull

w 108 kg/m Weight in water
s 1500 m Length of system, paid out
L 1382.769 m Horizontal distance
h 300.77486 m Catenary I sag distance

H
L
2
total length S span L sag h
weight per unit length w
H is constant
Coordinate s
 Touchdown calculation spreadsheet - example ~
~
N
Catenary Calculation I
~
~
h
Cable Out from FairleadJ_metres· 00.00 Conversions Obstacle A.roidance:- C'")
Water depth (metres)
Height(+ve) or Depth(-ve) of Fairlead from water level (mi
l0.00
i.OC
lm®ri~al .Mfilru.
0.3048ft
Clearance height
k
-
0.98
30.00
0.96
:::!
C'")
rr,
Cable tension at winch (tonnes) io.c 34.02k Distance to clearance (metres) 376.07 457.59
Wire weight in air (kg per metres) I • U\.IUU' tw. 0.4536 tonnes
Wire Weight in water (kg per metre) 109.49 1.0000 lb 1.4882 kg/m Clearance Distance (metres) 500.00
Suspended Se!'!_ 759.66 k 0.12 0.22
Touchdown Distance 67(.62 Clearance at Clearance Distance (metres) 9.87 19.38
Horizontal Distance to end of Cable 1414.96

-50.00 Catenary Curve

0.00 - - - - - - - + - - - - - - - - + - - - - - - - - - - - - - - - - - - - - - + - - - - - -- -+-- - - - - - - + - - - - - - - - I

50.00 +-- - - --,----------+--------+--------+--------+--- - - - - - + - - - - - - - - + - - - - - - ---1

100.00 t--- - - - - - --.,...-- - - - + - -- - - - - - + - - - - - - - - + - - - - - - - - + - - - - -- --+--------+-- - - - - ---1

!
~

150.00 t-- - - - - - - + - -- - ---""'-1::::- - - - - - + - - - - - - - t - - - - - - - + - - - - - --+- - -- --+-- - - - ----i

200.00 t-- - - - - - - - i - - - - - - - + - - - -.....:::,,""'<:::- +-------+--------+--- - - --+- - - - - - + - - - -- ------i

250.00 t-- - - - -- - + - - - - - - - t - - - - - - - + - - - - - - - - '"'""--lo=- - - - - - + - - - - - - - - + - - - - - - - - + - - - - - ---1

300.00 ~ - - - - -~ - - - -- ~----~~-----1-----~_:= ==::::====!:=..- --~- l - - - - --l

350.00 - - - - - - - - - - - - - - - - - - - - - - + - - - - - - - - + - - - - - - - - + - - - - - - - - + - - - - - - - - + - - - - - - - - 4
0.00 100.00 200.00 300.00 400.00 500.00 600.00 700.00 800.00
Horl.iontal Distance
 Chapter 12 - Calculating anchor handling loads m
Using the touchdown point calculation Using the Jayback calculation
This spreadsheet can be used to calculate the This spreadsheet is most useful for calculating the vessel
touchdown point of a mooring line under a given position im relation to the outboard end of the
tension. From the point of view of the anchor handling workwire. For example, when recovering an anchor with
tug, this can be used when deploying or recovering a a permanent chaser collar, the position of the collar in
mooring line to estimate how much of the mooring line relation to the anchor can be determined by entering
is on the seabed. During 'fishing operations' when the length of work wire out and the water depth. When
recovering a mooring with the J-hook or grapple, it can running an anchor, the horizontal distance of the stem
be used to determine the depth of the line at any point roller ahead of the anchor as it is laid on the seabed
on the suspended section or the length of the grounded (touchdown) is an important pan of the data needed to
length. lt can also be used to determine the minimum calculate the actual position of the anchor. During
tension to clear the line over a given seabed obstacle. 'fishing operations', when using a grapple to catch the
Enter the data in the green fields and the output ground leg of a mooring line, the calculation allows the
appears in the red fields. boat driver to get an idea of where the grapple is astern
of the boat. If the calculation is used in conjunction
with the data displayed on the positioning system
supplied for the operation, the point at which the
grapple wi11 cross the mooring Line can be calculated.
Enter the line out and water depth and press enter.

layback calculation spreadsheet - example

Water Depth (m) 200 Angle to roller (m) 53.13

Payout (m) 250 Horizontal Distance (m) 150.00
0
Spreadsheet to find the horizontal layback
from stern roller to anchor drop position !Layback II
0
 Sag depth calculation spreadsheet - example ~
~
N
Tow Wire depths are calculated by two formulas I
"O
~
2 <)
D = T x ( _(LxW)
T
(Formula 1)
::::j

w w V 2T ~

or

CATENARY CALCULATION FOR: 80 mm DIAWIRE

L2xW
D = (Formula 2)
I
Insert Wire diameter in F1 8 x T
BOLLARD
PULL (T)

WIRE OUT
'Ml
100 200 300 400 500 600 700 800 900 1000 1100

20 1.35 5.41 12.22 21.85 34.37 49.92 68.66 90.81 116.64 146.52 180.94
r 30
40
0.90
0.67
3.60
2.70
8.12
6.08
14.47
10.83
22.67
16.94
32.77
24.45
44.80
33.36
58.82
43.69
74.88
55.48
93.07
68.74
113.48
83.52
50 0.54 2.16 4.86 8,65 13.53 19.51 26.60 34.80 44.14 54.62 66.25
60 0.45 1.80 4.05 7.21 11.27 16.24 22.13 28.94 36.67 45.35 54.97
70 0.39 1.54 3.47 6.17 9.65 13.91 18.95 24.77 31 .38 38.78 46.99
80 0,34 1.35 3.04 5.40 8.44 12.16 16.57 21.65 27.43 33.89 41.04
90 0.30 1.20 2.70 4.80 7.50 10.81 14.72 19.23 24.36 30.09 36.44
100 0.27 1.08 2.43 4.32 6.75 9.73 13.24 17.30 21.91 27.07 32.77
110 0.25 0.98 2.21 3.93 6.14 8.84 12.04 15.73 19.91 24.59 29.77
120 0.22 0.90 2.02 3.60 5.62 8.10 11 .03 14.41 18.25 22.53 27.28
130 0.21 0.83 1.87 3.32 5.19 7.48 10.18 13.30 16.84 20.79 25.17
140 0.19 0.77 1.74 3.08 4.82 6.94 9.45 12.35 15.63 19.30 23.37
150 0.18 0.72 1.62 2.88 4.50 6.48 8.82 11.52 14.59 18.01 21.80
160 0.17 0.67 1.52 2.70 4.22 6.07 8.27 10.80 13.67 16.89 20.44
170 0.16 0.63 1.43 2.54 3.97 5.72 7.78 10.17 12.87 15.89 19.23
180 0.15 0.60 1.35 2.40 3.75 5.40 7.35 9.60 12.15 15.01 18.16
190 0.14 0.57 1.28 2.27 3.55 5.11 6.96 9.09 11.51 14.21 17.20

Wire weight in air per m:

Relative weight in air. weight in sea water 0.8073308

 Chapter 12 - Calculating anchor handling loads

Using the towline sag depth point calculation Using work wire length and safety factors
calculation
This simple calculation is most useful during towing
operations when in general the towline is of all-wire This calculation gives an estimation of the force in the
make-up. The main point to bear in mind is the height work wire for a given bollard pull and work wire length
above the sea surface of the tow points on the object in a given water depth. It is most useful when breaking
towed. From a practical point of view, the tow bridle out anchors to determine what force the work wire will
part of the towing assembly is heavier than the main be subjected to. This will indicate whether the work
towline per unit length and this does influence the wire might be subjected to overstressing and the
maximum sag depth. Experience suggests that if the possible forces on the winch brakes. ln general, the
bridle tow point is say 6 m above the sea surface, then break load of the work wire should be available from its
halving this distance and subtracting it from the test certificate.
calculated maximum sag depth will give a reasonable The table section marked work wire length factor
value. If the tow bridle is made up of chain sections, refers to the water depth (l.O) multiplied by a given
then the most conservative approach is to make NO amount. The amount of work w ire deployed for a
allowance for suspension point height on the tow on particular pan of an anchor handling operation will be
the assumption that the bridle will be at least partly determined by the task being done, the type of anchor
submerged. being handled and to a large extent the experience of
The calculation sheets can be used to determine the the boat driver. Note the 'cautions' when using the
sag depth and bollard pull requirement of any type of table.
uniform mooring line, say all-chain, suspended Enter the data in the white fields.
between the anchor handling tug and the barge by using
the weight of the chain per unit length equivalent to an
all-wire mooring. This requires the use of a data book,
for example the International Moo1ing Systems Product
Specification Manual ([email protected]).
Enter the wire diameter in Fl and press enter.

Work wire length and safety factor spreadsheet - example

Water Wire length Wire
de th Factor len th An le Bollard Pull wire Force Factor
570 1.05 599 72.2 - ~ 110 3.28
570 1.1 627 65.4 110 2.40
570 1.15 656 60.4 110 2.03
570 1.2 684 56.4 110 1.81
570 1.25 713 53.1 110 1.67
570 1.3 741 50.3 110 1.57
570 1.35 770 47.8 110 1.49
570 1.4 798 45.6 110 1.43
570 1.45 827 43.6 110 1.38
570 1.5 855 41 .8 110 1.34

Figures only to be keyed in the white fields!

Not including unknown factors such as:

Penetration depth, inaccuracy on wire length (PCP / WW)
Peak loads due to sea state / swell
 Guidelines on when to start, cease or re-evaluate the
safety of an anchor handling operation

This section is in the form of tabulated headings and by masters and officers in d1arge of watches and by
should be used as an aid to decision making during those in overall charge of the operation such as
anchor handling and towing operations. It can be used towmasters or rig movers etc.

Prior to Commencing Operations

1.0 AHT Specification.
1.1 Are the AHTs on site for the operation comparable in specification
to those described in the operational plan?
1.2 If the AHTs do not meet the specification, can the work be
accomplished by altering the plan to suit t he vessels? If this is
possible, what Management of Change procedure must be carried
out?
1.3 Are the AHTs on sit e very much larger than those required by
specification and what implications might this have for the
operation?

2.0 Weather and Metocean Conditions

2.1 Does the operational plan give guidance on maximum metocean
conditions under which the winch loads and bollard pull values
were calculated? Are the winch loads and bollard pull loads
adjusted for any dynamic loading due to metocean conditions, for
example vessel heave?
2.2 If not, what other guidance is available to decide on the maximum
conditions in which the work can be accomplished?
2.3 Do t he act ual site conditions vary greatly from those predicted by
the forecast? In the experience of the personnel on site, how
reliable is the weather forecast data?
2.4 How will the existing metocean and forecast conditions actually
influence the AHTs when working particular anchors? Wi ll some
anchors be more difficult to run or recover t han others due to the
actual or forecast conditions?

3.0 Operational Procedure

3.1 In the opinion of the boat drivers, is the procedure practical and
efficient for the boats actually on site? If not, what changes need
to be made to make the plan workable?
3.2 If particular boats have been allocated particular anchors to work,
is the choice of boat the right one? The boat drivers should
consider the influence of the actual and forecast metocean
conditions on their boat while working a given anchor.
3.3 If specific metocean conditions were used to calcu late winch loads
and bollard pull loads, were the conditions appl ied from more than
one direction in relation t o boat the heading? If not, in w hat
direction were they appl ied and what are the implications for the
boat s when the conditions are applied from the beam?

226
 Chapter 73 - Guidelines on when to start, cease or re-evaluate the safety of an anchor handling operation

Anchor handling operations

AHTS Olympic Pegasus is designed for heavy duty anchor handling operations in deep water. Here the vessel is working in moderate
sea conditions, preparing to deploy an anchor over the stern close to the rig. Note that the anchor chain is constrained within a set of
guide pins and additionaffy the 'quarter pins' are raised to prevent the chain sliding sideways off the stern. As the anchor is brought
closer to the stern and before overboarding it, the guide pins wiff be lowered but the quarter pins wiff be left raised. Once the anchor is
over the stern roffer the guide pins wiff be raised again to constrain the anchor crown pennant.
The weather conditions are poor and the even this very powerful vessel may have difficulties as it runs the anchor to target position
2,000 m from the rig. (courtesy of Olympic Offshore)
 Part 2 - PRACTICE

3.4 Contingency plans and courses of action to be taken for the most
common problems should be either included in the operational
plan or formalised in some way so that when an incident occurs
the remedial action is known by all parties to the operation. Such
plans/procedures should include:
- breakdown, either ful l or partial, of the boat at each stage of the
operation;
- breakdown of the barge or boat winch;
- parting of work wires/anchor pennants/anchor lines or
associated connections;
- sudden onset of adverse weather (squalls,reduced visibility, tidal
stream surges);
- failure of boat to maintain position due to misjudgement of
weather conditions/power requirements;
- breakdown of survey/positioning systems on barge/boat;
- collision between barge and boat;
- inability of a particu lar boat to reach target while running anchor
or inability to break out an anchor and recover it.
3.5 Any significant changes to the operational plan must not be
carried out without subjecting the proposed change to a formal
Management of Change Procedure and any necessary Risk
Assessment procedure.

4.0 During Operations

4.1 Prior to commencing work on any given anchor, consider if the
assumptions made about the suitability of the designated boat to
do the work are still valid.
4.2. Re-evaluate the weather/metocean conditions on a continuous
basis and adjust/ alter the order in which anchors are run or
recovered (if possible).
4.3 Each boat engaged in the operation should evaluate the amount of
side thruster power required to hold position during anchor
running/recovery and decide if any degradation in main engine
output will make the work unsafe or overload the power system on
the vessel.
4.4 Towmasters/anchor foremen should carefu lly observe the
operations of each boat during successive changes of watch
where the boat drivers change over. It is important to ensure that
I the most difficult operations are conducted by the best boat
drivers and if it is observed that the skill level of any particular
watch team on a boat is less than satisfactory, then consideration
must be given to using a boat with a better watch rather than
attempting a section of work with personnel who are not
sufficiently experienced to carry it out.
 Chapter 13 - Guidelines on when to start, cease or re-evaluate the safety of an anchor handling operation

a-,.. , r ., .;1~-'l "'"'

•
..
• .. t.·

"' I
.,...._.,
•

•
..
Anchor handling - operations Anchor handling - anchor systems
This Maersk AHTS has a drilling unit's anchor on deck with the Anchors stowed on the stowage racks (anchor bolsters) ofa
anchor chain locked in the shark jaws. In addition, it is holding semi-submersible drilling unit. The anchor permanent chaser
the anchor on the work winch via the chasing pennant and pennants and collars are visible. In most cases the chaser
collar. The anchor is 'double secured' and in this configuration pennants are about 60 m long and this requires the AHTS to
the mooring line could be run or recovered over sensitive sub-sea back in to within about 20-30 m from the anchor rack in order
obstructions. Note that the pins are raised on the quarters of the to receive the pennant from the drilling unit crane hook. Even in
AHTS to prevent the chain/work wire from slipping past the calm conditions there will always be a risk ofcollision and
extreme corners ofthe stern if the guide pins are lowered. A attempting to carry out such an operation with the AHT in semi-
sensible and seamanlike precaution. auto mode control is most unwise. At various stages of the
mooring operation the drilling unit will be free to drift under the
influence ofwind and current or only partly constrained by the
mooring system. The personnel driving the anchor handling tugs
may find that the reaction of their vessel to joystick commands is
not fast enough to get clear ofor close enough to the 'rig' to pick
up or pass back an anchor or pennant as it moves in the seaway.
(photographs by Michael Hancox)
 Two-boat anchor deployment/recovery operations
management of risk

the most hazardous of two-boat operations because

it comes about as a result of the inability of tbe
primary boat to carry out the operation. It is an
unplanned event and therefore considerable thought
Note: In this section the term primary boat refers to the
shouJd be put into evaluating whether the use of the
anchor handler which has the anchor and assist boat refers
assist boat is really the best available solution to the
to the anchor handler which is holding the bight of the
problem.
mooling line.
• In some geographical areas the primary anchor boat
Mooring operations considered in this section are those may be assisted by a second boat connected by
associated with 'temporary or mobile' mooring spreads. towline to the bow of the primary vessel. This
These are generally deployed by semi-submersible method of mooring deployment will usually impose
drilling units, work barges or pipe lay barges and the additional loads on the winch of the primary boat
anchor handling vessels involved may be taken from the (potential overload) and this must be appreciated
'spot market' and will therefore not necessarily be very before the method is adopted.
famiJiar with the rig/barge involved and briefing time
before commencement of the work may be very short.
In general, the use of two anchor handling vessels to
run or recover a mooring spread comes about because: The principal risks involved in these operations are:
• The moorings have to be run or recovered over a sub- • Winch overload due to loss of contact/load by the assist
sea obstruction and a second vessel is required to boat. This can occur at the barge winch or the winch
support the bight of the mooring until sufficient of the primary anchor handling vessel or both and
tension is applied, after anchor deployment or the may result in the parting of the anchor pennant/work
mooring line is shortened sufficiently to clear the wire of the primary boat, damage to the barge winch,
obstruction during recovery. and damage to the winch of the primary anchor
See diagrams in this section. boat. Winch overload is usually caused by the assist
• The physical weight and length of the fully deployed boat losing contact with the mooring line bight,
mooring is such that additional pulling power is having the bight too low (the bight slips through the
required to deploy the mooring to full scope. The )-hook), failure/breakage of the assist boat, J-hook or
anchor handlers have insufficient power to carry out work wire or failure of assist boat to keep accurate
the operation singly. station on the primary boat.
• The characteristics of the barge mooring system • Damage to subsea assets due to loss of contact/load by
require a second vessel to support the bight of the the assist boat. This can occur if the bight of the
mooring while running or recovering it. This is a mooring line is dropped/slips at the critical time
situation often found where combination chain and when it can fall onto the subsea asset below it.
wire systems are used to the full available scope of
• Side loading of the plimary anc1ror boat. Significant
the mooring, especially in deep water operations. misalignment in heading and run line between the
• The seabed characteristics are such that a second assist boat and the primary boat and adverse
anchor handler has to hold a bight of mooring off environmental Loads can under certain circumstances
the seabed due to very soft sticky ground or during result in sudden and significant side loading of the
recovery in order to reduce the load on the primary boat which may lead to a list angle which
barge/Al-IT winch by breaking the bight of the compromises the stability of the boat.
mooring line out of the seabed. • Collision between the primary and assist boats. Failure
• In the event that the primary boat cannot fully run or to keep station and separation between the boats
recover a mooring Line on its own, although the may result in a close quarters situation. Breakdown
mooring operational plan indicated this was the case, of either vessel may result in collision and sudden
an assist boat may be ordered to use a J-hook to hold slippage of the assist boat's )-hook may also result in
some of the weight of the mooring line. This is often collision of the boats if they are too close.

230
 Chapter 14 - Two-boat anchor deployment/recovery operations - management of risk

Two-boat operations

Diagram 1A A Primary AHT unable to run a mooring line due to Jack of power
The primary boat cannot drag the bight of the mooring line out of the seabed due to insufficient power.
Usually occurs in very 'sticky' seabed conditions while running all chain moorings.

Diagram 18
An assist AHT uses its J-hook to engage the bight of the mooring line and lift it clear of the seabed. The
primary AHT can then continue the mooring line deployment with the assist AHT following as the rig
winch slacks out to deploy the ful l designed scope of mooring line.
During mooring recovery operations an assist boat may perform t he same function if the rig winch and
primary AHT cannot break out the bight of the mooring from the seabed.
 Part 2 - PRACTICE

Two-boat operations

......
..........
---- ----
.......

cl --
Diagram 2A Mooring line deployed over seabed obstruction
A mooring line has to be deployed over a seabed obstruction. When the anchor is positioned and set
and the mooring line tensioned it will be clear of the obstruction.
The primary AHT runs out the mooring line and stops over the obstruction. In these circumstances the
anchor is usually secured on the deck of the AHT.

"---..---.....t

Diagram 28
The assist AHT deploys it s J-hook, engages the bight of the mooring line and lifts it well clear of the
obstruction. The assist AHT will generally remain positioned over the obstruction unti l the mooring is
fully deployed, t he anchor set and tensioned and the minimum clearance verified.

with the power requirements of the winch system

and the side thrusters system.
• The operational plan should contain sufficient
dynamic load data to enable the AHT masters to • The operational plan should clearly state the weather
decide if their particular vessel is capable of handling conditions under which the dynamic loads have
the loads it will be subjected too. They should been calculated. In addition, the estimated heave of
consider the bollard pull required in combinatjon the AHT should be stipulated.
 Chapter 14 - Two -boat anchor deployment/recovery operations - management of risk

Two-boat operations

Diagram 3A Primary boat unable to fully deploy the mooring line due to lack of power/ partial
breakdown/ weather increase
The primary AHT comes to a standstill before the mooring line is fully deployed.

Diagram 38 An assist AHT passes its towline to the bow of the primary AHT
The assist AHT then tows the primary AHT. Both boats move out along the mooring line bearing until
the ful l scope is deployed and the anchor set.

• The weather forecast and aclual weather conditions the required specification then the plan must be
should be considered before commencing operat- changed or additional boats supplied.
ions and what contingencies are in place if these
• The positioning system used to perform the work
conditions are likeJy to be exceeded.
must be of sufficient quality and accuracy to enable
• The boats actually on site to perform the operation the Al-IT masters and the rig mover to maintain
should closely match the specification required by position and manoeuvre to the precision required by
the operational plan. If the boats differ greatly from the operational plan.
-.NM4N
'Load sharing' mooring operations - particular risks

'Load sharing' is used in Northern European anchor Two-boat anchor handling operations -
handling practice to describe a panicular method of es o eration
running and recovering anchors. The term is usually
understood to mean that the mooring line load is These operations usually take place in the open ocean
shared more or less equally between the vessel being where swell is always present. The anchor handling
moored and the anchor handling vessel. The method is vessels can expect to be subjected to the effects of wave
usually adopted in the following circumstances: induced motions and the forces of wind and current. It
• The vessel to be moored (usually a semi-submersible is usual to carry out a dynamic load analysis. For such
drilling unit) has a combination wire and chain an operation as shown, the dynamic load analysis used
mooring line make-up, typica!Jy the mooring line, the following parameters:
after full deployment will consist of half wire and Wave height - 4 m Hs
half chain. Usually the wire section is somewhat Wave period - 8 sees
longer than the chain section. Current speed - 1.2 m/sec
• The water depth at the mooring location is generally Wind speed - 20 m/sec
quite deep, typically between 800 and 1,500 m. Anchor Handling Vessel/Rig, Heave Amplitude - 2 m
• The winch system on the 'rig' is the type where the The dynamic loads for bollard pull and winch loads
changeover between the d1ain and wire sections of may be expected to be between 20% and 30% greater
the mooring line require the running/recovery than the static loads.
operation to cease while the changeover is made and In most opera.Lions, the personnel preparing tl1e
in addition there may be quite strict load parameters operations procedure document do not know which
with respect to mjnimum and maximum tensions to anchor handling vessels will actually carry out the work
be used at various stages of the operation. and therefore the dynamic load analysis is NOT TO BE
RELIED UPON because it cannot exactly reflect the
• The weight of the mooring line is such that the winch motions and induced loads of a particular vessel in a
loads and bollard pull requirements on the anchor given set of weather conditions.
handling vessels are often very high. Masters and officers of the and1or handling tugs
• The anchor handling vessels employed to carry out must carefully appraise the weather conditions they will
the work do not have sufficient power to deploy the experience during the deployment/recovery of any
mooring without using the 'load sharing' technique. particular anchor and take into account the reduction in
bollard pull they may experience due to having to run
, Diagrams in this section show the technique with side thrusters. They should base their decision on the
typical load values at each stage of the deployment assumption that they will have to use a much higher
operation. Recovery is more or less the reverse. It is bollard pull than that shown in the static load values.
important to note that the load values shown are Additionally, the winch loads should also be considered
STATIC loads and do not take account of any dynamic in respect of the dynamic load on their winch brakes
load induced in the mooring line and thus on the and drive systems bearing in mind that the work drum
anchor handling vessel caused by motion in prevailing may be up to one third full.
sea hcight, wind or current loads. Dynamic loads are The operational plan may not contain sufficient, or
shown for highest calculated cases only. any, dynamic load data and if this is the case the Al-IT
ln the case of this operation, the drilling rig will master should request this information before
deploy 1,600 m of 76 mm diam chain and 1,800 m of commencing operations. He should, as shown in Part l,
90 mm. The anchors are Stevpris Mk. 5 20-tonne Chapter 2, Envirnnmental Forces Acting on the Boat,
weight. The water depth is 1,000 m and the operation carry out a simple environmental load calculation for
takes place in the Eastern Atlantic Ocean. weather conditions expected and by adding about one
tl1i.rd to the given static load values have a reasonable
idea of what the dynamic loads might be.

234
 Chapter 15 - 'Load sharing' mooring operations - particular risks

Load sharing operations

Diagram 1A Stage One

The whole chain section, (ground leg) has been paid out by the rig.
The rig must now connect its wire mooring rope to the inboard end of the chain section.
The primary AHT has the anchor deployed j ust o utboard of the stern roller.

Rig Chain Out - 1400m

Tension at Rig Fairlead - 115 te
AHT Work Winch Tension - 113 te
AHT Bollard Pull - 92te
AHT Horizontal Distance off Fairlead - 1200m

Diagram 18 Stage Two

The maximum allowable tension on the chain section during t he operation of connecting/
disconnecting the wire section is 90 tonnes. Therefore an assist AHT is positioned midway along the
deployed chain and it grapples the bight of the chain. The primary AHT backs down towards the rig and
t he assist AHT shortens the work wire on the J- hook to take about half the chain weight.

Rig Chain Out - 1400m

Tension at Rig Fairlead - 48te
Primary AHT Work Winch Tension - 60te
Primary AHT Bol lard Pull - 58te
Primary AHT Distance off Fairlead - 830m
Assist AHT Distance off Fai rlead - 400m
236 Part 2 - PRACTICE

Load sharing operations

Diagram 1C Stage Th ree

The connection between wire and chain has been made and the assist AHT releases the J-hook. The
primary AHT resumes running to target while the rig w inch slacks out the wire rope section of the
mooring. As the primary AHT proceeds towards the anchor target it slacks out work wire in order to
balance the load on its winch w ith the rig winch thus reducing the load and bollard pull it needs to apply.

I
?
\
\
'
\
\

\
\ Rig Chain Out - 1400m
Rig Wire Out - 100m
Tension at Rig Fairlead - 115 te
Primary AHT Work Winch Tension - 128te
Primary AHT Bollard Pu ll - 97te
Primary AHT Work Wire Out - 100m
Primary AHT Distance off Fairlead - 1300m

Diagram 1 D Stage Four

The primary AHT continues running to target while the rig winch slacks out the wire rope section of the
mooring. As the primary AHT proceeds towards the anchor target it slacks out work wire in order to
balance the load on its winch with the rig winch thus reducing the load and bollard pul l it needs to apply.

'
\ \

Rig Chain Out - 1400m Primary AHT Bollard Pull - 104te

Rig Wire Out - 600m Primary AHT Work Wire Out - 600m
Tension at Rig Fairlead - 141 te Primary AHT Distance off Fairlead - 2150m
Primary AHT Work Winch Tension - 14Ste
 Chapter 75 - 'Load sharing' mooring operations - particular risks 237

load sharing operations

Diagram 1 E Stage Five

The primary AHT continues running to target while the rig winch slacks out the wire rope section of the
mooring. As the primary AHT proceeds towards the anchor target it slacks out work wire in order to
balance the load on its winch with the rig winch thus reducing the load and bollard pull it needs to apply.

\
\ Rig Chain Out - 1400m
\ Rig Wire Out - 1200m
\
'\
Tension at Rig Fairlead - 158 te
Primary AHT Work Winch Tension - 166 te
' '\ Primary AHT Bollard Pull - 120te
' Primary AHT Work Wire Out - 1000m
Primary AHT Distance off Fairlead - 2900m

Diagram 1F Stage Six

The primary AHT has reached the anchor target and is hold ing the anchor just off bottom whi le the final
checks are made to ensure the anchor is landed in the correct position.

Rig Chain Out - 1400m

Rig Wire Out - 1800m
Tension at Rig Fairlead - 130te
Primary AHT Work Winch Tension - 73te
Primary AHT Bollard Pull - 70te
Primary AHT Work Wire Out - 1300m
Primary AHT Distance off Fairlead - 3700m
 Breakdowns and e ilures
The type of operation described above is often The operational plan s hould contain as a minimum the
prolonged in the extreme compared to a normal anchor following contingencies for breakdown/equipment
running/recovery operation. Four to six hours for failure:
running a mooring line may be quite good going. This
• Breakage of work wires, anchor pennants, connect-
means that the anchor handling tug's machinery may be
ions and and10rs;
working at high power levels for prolonged periods. In
• Partial or full breakdown of AHT main propulsion,
addition, the 'weather exposure' time is extended such
sid~ thrusters or work winch during operations.
that a weather forecast which gives only 8 to 12 hours
of working weather may be insufficient. Additional spare anchor handling equipment should be
Prior to commencing work on any particular and1or, supplied.
the AHT master and officers should consider the actual
weather conditions, the weather trend and the weather
forecast.

Anchor handling operations - limitations of anchor systems

Details ofthe anchor system ofa deep water semi-submersible drilling unit fitted with a combination wire and chain mooring line
make-up.

Combination mooring system Combination mooring system

When the mooring line changes over between wire and chain, The view of both parts of the combination mooring. On the left is
the connection between the sections is either made (during the chain section and on the right is the wire rope section
deployment) or broken (during recovery). This photo shows the outboard end connection (the large ball-shaped object with three
chain section hung off in a devil's claw during the making/ chain links below it). The freely hanging link is connected to the
breaking operation between the wire and chain. The whole ofthe chain section by the kenter link noted in the photo on page 239.
chain section and anchor is deployed. The claw has a safe The large ball connector (between the wire and chain
working load ofabout 1 70 te. The anchor handling tug will at sections) must pass over the lowerfair/ead. The ball is unable to
this point be holding the anchor and the chain section, (up to sustain high bending loads and therefore the anchor handling
about 7,000 m ofchain) and will be obliged to back up towards tug will be instructed to keep the load and power within set
the rig in order to keep the load on the chain within the limits of limits.
the devil's claw. Excess load on the chain not only risks parting (photographs by Michael Hancox)
the devil's claw, but personnel are working in close proximity to
the claw and are at serious risk ifit is overloaded. The kenter link
connection between the wire and chain sections of the mooring
is visible two links above the claw's jaw.
 Chapter 15 - 'Load sharing' mooring operations - particular risks 239

Limitations of anchor systems - typical damage to components

Damage to a permanent chasing collar

The extreme grooving on the collar is caused by it being dragged along the wire section of a combination chain/wire mooring line. The
collar is of the roller type, but during mooring recovery the collar did not seat correctly on the wire as it transited along the length of
the mooring. Another cause may have been a bight or slack section of the wire component ofthe mooring which temporarily chafed on
this part ofthe collar. It is extremely difficultfor the anchor handler to judge ifthe collar is correctly postioned when it is underwater
and on the end of the work wire. It is not unknown for such damage to only become apparent when the chaser collar parts during
anchor recovery and the only thing recovered is the broken collar. lnitiol provision ofgood quality equipment is a priority and then
actual inspection of components on the anchor handler's deck prior to anchor deployment, are two actions which go some way to
avoiding long, tedious and sometimes risky 'fishing operations' when equipment breaks.
Damage to a connecting link
The cracks in the body ofthis kenter link come about due to
overload and overbend during anchor recovery. The link has been
subjected to excess load while bent over the lower fairlead of the
drilling units mooring system. The winch on the rig may have
had faulty load sensors, as might the anchor handling tug on its
winch. The winch operator on the rig may have misjudged the
tension on the mooring line at the critical time and the anchor
handling tug may have applied too much power at the critical
time.
The sudden parting of the mooring line could have serious
consequences no matter how or when it happens. At the least it
will require a long and possibly difficult fishing operation to
recover the lost line section and possibly the anchor and may
result in a significant delay and consequent financial loss .
It is critically important to realise the limitations ofequipment
and the mechanisms which can and will cause damage and
failure. It is no less important for the anchor handler to
understand that subjecting equipment to high loads, particularly
to bending, twisting and sudden shock will often result in
damage which is not immediately apparent. All components,
particularly connections, need to undergo regular detailed
inspections before use and at regular intervals by specialist
methods which can detect flaws not visible by visual means.
(photographs by Michael Hancox)
 The responsibilities of personnel in charge of
anchor handling and towing operations

Normal ' rig' moving operations are carried out using Responsibilities oftowmastel'S ond ri1
the rig move procedure document as the primary mowrs during_ andlor handling operations
planning and management tool for the conduct of the
operation. This document is backed up by the policies The persons in charge of these marine operations
and procedures governing rig move operations issued cannot neg.a te or deny their responsibility for the safety
by the rig owner, the rig move contractor, the rig of the anchor handling or towing vessels by relying on
charterer and any local applicable guidelines or rules the usual phrase in the procedure document which
and regulations. The flag state of the rig, any warranty states: 'Vessel masters are responsible for the safety of
survey company involved and the rig's P&I Club may their vessels at all times'. This is the case in some
also expect the rig to comply with certain policies, interpretations of the legalfcontractural position, but it
procedures or guidelines during the rig move operation. does not alter the practical situation. If the towmaster/
In the p.l anning of pipelaying operations, the anchor bargemaster/anchor foreman give an order to a vessel
handling procedures and operations are often covered which endangers it or neglects to give an order to a
by a generic document which covers in general terms vessel to get it out of a perceived danger (which the
the procedures to be used during the operation and this vessel mast,e r may be unaware of) then this is neglect of
document may be produced and distributed by the his overridi 11g responsibility whid1 exists because of the
owner of the pipelaying barge or the charterer of the overall command structure of the operation.
barge. In addition, some pipelaying barge owners will
• Towmasters must command and control the
supply the tugs with basic plans and procedures to be
operation of the AHTs at alJ times.
used in various circumstances, but may more often rely
• Towmasters must overide the Al-IT master when they
on verbal instructions issued from the barge to the
believe that the AHT is getting into danger.
boats. In pipelaying operations particularly, the barge
• lf the actions or inactions of an ART are giving
staff may issue instructions to the boats on the
doubts or concerns a towmaster must STOP the
assumption that the assisting boat masters and officers
operation, reduce all the loads on the boat, place it in
will understand what is required. Such an assumption
a safe position and then sort out the problem.
may be incorrect and barge foremen and anchor
foremen should satisfy themselves that the instructions
are understood before committing a particular boat to a
specific operation.
The responsibilities oftowmasters during
The rig move procedure document gives
ri towin o rtitlons
responsibilities for the conduct of the operation to
• During the towing phase of a 'rig move' between
ieertain named individuals, typically the Offshore
work locations, where the operation is conducted
lnstalJation Manager (OIM), the towrnaster and the
under a normal rig move procedure document, the
vessel masters.
towmaster may designate one of the towing vessels to
Towmasters/bargemasters/anchor foremen are,
be the lead tug. This designation does not normally
typically, given responsibility for the conduct of anchor
relieve the towmaster of his responsibility to
handling and towing operations while the OIM is given
command the towing operations. The only time
overall responsibility for the safety of all personnel and
when the lead tug could be said to be in sole charge
vessels working within the SOO m zone around the rig or
of the towing operation would be if the tow is
barge. These individuals share a duty of care for the safe
conducted under a towage contract (Towh.ire or
conduct of the operations of the anchor handling and
Towcon). In general, all rig/barge towing operations,
towing vessels involved. This duty of care means that
both in-field and inter field, are conducted under
they should not place the anchor handling vessels at
service contracts such as Supplytime. Jn these
risk. In addition, it is their responsibility to inform and
contracts the tugs/anchor handling vessels work
instruct the anchor handling vessels in their work and
under the direction of the individual in charge of the
insist that they cease work if any vessel is putting itself
operation such as the OIM or towmaster or some
at risk either inadvertently or through ignorance.
other named person in the procedure document.
• The person in charge of the operation, as defined by
the procedure document or other operational plan, is
also responsible for the safe navigation of the unit
being towed and must actively command, control

240
 Chapter 16 - 'The responsibilities of personnel in charge of anchor handling and towing operations

and intervene to ensure that the operation is carried carrying out the tasks assigned to it (ISM Code). Ifhe
out as laid down in the procedure. The advice of the does not have sufficient data or other information
masters of the vessels towing the unit must be sought sufficient to make a judgement on his vessel's
and acted upon as required for safe navigation and capability to perform a given task he is obUged to
management of the operation, but final request that sud1 data is supplied . He should record
responsibility will rest with the person in charge of the requests for additionaJ data and the replies.
the operation, not the master of the towing vessel.
• Significant changes to the operational plan or
methods of carrying assigned tasks should be
The res~nsibilltia ofanthof.htmdli• evaluated using a Management of Change procedure
tugmasters - towing and andlorliantlllng -and a risk assessment procedure.
o erations • During towing operations, under a normal
'Supplytime Contract' the final authority as to the
• The master remains at all times responsible for the
conduct of operations rests with the person in charge
safety health and welfare of his crew and the safety of
as defined by the operational plan/procedure. The
the vessel.
master should advise and consult with this individual,
• The master must evaluate the operational plans for but unless the orders given directly hazard tile tug the
any operation and consider if his. vessel is capable of master is obliged to comply as well as he can.
~
Instructions to towmasters and rig movers

The points noted below are suggested as 'standing • Do 'n ot allow anchor handling vessel's to 'sling shot'
instructions/guidelines' Lo personnel in the role of themselves around the anchor line during
towmaster or rig mover issued by their employer. repositioning of an anchor.
• Do not allow anchor handling tugs to apply
Anchor handling and towing operations significant power to the towline when it is leading
out over the boat's side rail.
• lf the working deck of an AHT is subjected to
significant submergence, by whatever mechanism, • If weatl1er conditions are such that a boat is
the stability of the vessel can be suddenly and struggling to hold up on to an anchor running line,
seriously degraded. Consider carefully if operations stop tl1e operation, reduce the power, tum the vessel,
should continue. if necessary stem up to the weather, back up slowly
and get the load off the anchor line, then tum the
• The CM value (metacentric height) supplied by the
boat back up head to weather and reappraise the
AHT master to the barge/rig prior to starting anchor
methodology of deployment for that anchor.
handling or towing operations is next to useless
information. It is, in all probability, the 'free • In marginal weather conditions, when the boat is
running' value and takes no account of the towing or working across the seas, be very aware that green
anchor line forces that the vessel may be subjected water washing over the side may become entrapped
to during the course of the operation. Ask for within the main deck, causing the vessel to roll
detailed stability calculations for the vessel in its violently and tbis may dangerously influence
'towing condition' as defined by its approved available stability, particularly if the vessel is working
stability manual. at an angle to the anchor line it is connected to.
• Modern anchor handling vessels often have very high • On vessels fitted wiili anti-roll tanks, question me
bollard pull. This ability to apply very high power master and check that the vessel's approved stability
can result in the vessel losing stability and righting manual does or does not allow such tanks to be used
lever if it is applied in the wrong circumstances. when anchor handling or towing. In general, the use
of anti-roll tanks reduces available stabiliLy.
• AHTS vessels are designed, in stability terms, to apply
the load on their winches over the stem as near as • In general, do not permit the use of dynamic
possible to the centreline of the vessel. positioning systems when anchor handling or
If the load is allowed to act off the centreline of towing. In addition, the use of a joystick with one or
the stern, then this can significantly and dramatically more axis selected for 'auto function' is to be
reduce available righting lever. discouraged.
• Do not allow anchor handling vessels to work with • The accuracy and calibration of tension readouts on
significant trim by the stem. a vessel's winch system should be checked by
comparing the tension on the barge winch with that
• Do not tow anchor handling vessels astern (via the
on the vessel winch when the anchor line catenary is
barge winch and anchor line) at speeds in excess of
freely suspended between them.
about four knots in cairn weather and in heavy
weather always reduce the astern speed to a value • When a vessel quotes its bollard pull, find out if it
where the working deck is only partly and includes azimutl1 thrusters and if me figure quoted is
intermittently awash. maximum or continuous.

242
 Ship knowledge and practical ship handling exercises

The most skjlful and inspired ship handlers are born Propulsion systems
not made. This statement is not to imply that skill • What type of propellers are fitted to the vessel, fixed
cannot be acquired by training and practice or to pitch or CCP?
denigrate the competence of those who are not 'experts'.
There are also people who, whatever the:ir paper • Which way do the main propellers turn, inward or
qualifications, will neve:r be ve:ry good ship handlers. outward?
This fact must be recognised and these indjviduals have • Does the vessel have Kort nozzles fitted around the
no place in the driving seat of an anchor handling vessel propellers?
or tug.
Ship handling is a skill acquired through practice. • What type of rudders are fitted to the vessel? A.re they
Anchor handling and towing operations demand a high of the type which gives high sideways thrust when
degree of ship handling ability and reliance on modem placed hard over (for example Becker flap rudde:rs)?
semi-automatic systems is to be discouraged because • If the main propellers are fixed pitch, what is the
lack of practice in manually handling the vessel ('stick response time between ahead and astern? Determine
time') will degrade the sense of 'feel' so essential when the clutch engagement response time.
circumstances arise that demand the utmost level of
ship handling skjJI. It is a fact of life at sea that • Jf the vessel has fixed pitch propellers, what is the
situations occur, often suddenly and dramatically, response time from clutch engaged to full power
which require the individual 'driving' the vessel to ahead or astern?
intuitively sense what is required in tenns of propulsion • lf the propellers are CCP, what is the response time
power, rudde:r application and thruste:rs forces to get the between neutral and full ahead or full astern?
vessel out of trouble or more importantly prevent it
getting into trouble in the first place. As pointed out in • If the vessel has CCP propellers, what happens
section one of this book, semi-automatic and automatic during a blackout or power failure - do the
vessel control modes are 'dumb animals' and relying on propellers fail safe ahead or astern or does it depend
them to 'think' may be very dangerous. on the pitch setting when the power fails?
Only by manually handl ing the vessel can an
individual get a true impression of how wind, wave, Control and Power Management
current and towline forces are influencing the vessel.
In the offshore oilfield there is often idle time, for • What is the power system which controls the main
example wajting for the next phase of a rig moving engine governors, the propeller pitch control pumps
ope:ration to commence and this idle time can be used and the main engine clutch system?
to practke ship handling skills. Certainly fuel will be • If the main generators or shaft generators fail, what
expended and sometimes inconvenience caused by the does the emergency power system control in respect
noise, vibration or ship motions set up when someone of main engine shut down, emergency release system
is practicing his skills or being trained, but this must be for winches, pitch control for main propellers?
put up with to ensure a high level of ability and in the Where does the power come from to start the
long run the safety of all on board depends on the skill emergency generator and to power the breakers on
levels of the 'boat drivers'. the emergency and main switchboards?
Masters have a particular duty to positively
encourage their deck officers and anyone else who • What actually happens when you push the main
shows a keen interest to 'play' with the boat. It may engine emergency stop, where is any electrical power
come as a surprise to find that the most junior derived from, what devices have to function and by
individual on the vessel has an intuitive skill in what means to achieve shut down?
shiphandling. • How do you manually shut down the main engines?
• When the vessel is us.i ng both the main propellers,
side thrusters and main winches, how much power is
actually available for the main propellers if the
Every individual whose responsibilities include driving thrusters are at full power? Can the power control
the vessel should have the following knowledge of the (management) system be arranged to protect either
vessel they are serving on: the main propeller output or the thrusters output?

243
 Part 2 - PRACTICE

Can you select from the bridge control console to • Using dle vessel CA plans, what is dle distance
'protect bollard pull' or protect side thrusters power? between d,e rudders posts and t.he guide pins? What
is the length of die turning lever?
• How do you know if you are using too much power,
what is the alarm system, what does it mean, what • If dle work wire is being worked under t.he stern
happens if you ignore it? leading forward, what is the maximum angle
• What limitations are there on the use of the side permitted be.fore the wire contacts the hull under the
stern?
thrusters in terms of power output over time, for
example if the thrusters are run at 90% for 30 • What external watertight doors and hatches need to
minutes do they begin to overheat, what is the be closed during anchor handling and towing
maximum continuous power rating for the t.hrusters operations and is a system or procedure in place LO
in terms of time? ensure that dle doors and hatches remain shut? Do
• What are the normal main engine full power not forget the importance of closing internal
revolutions? watertight doors and hatches.

• What is the estimated bollard pull (ahead) for each Towing and anchor handling equipment
'step' of the control levers for the main propellers?
• When you push the emergency release for the
• Does t.he vessel have rudders which are designated towing or anchor handling winch on the bridge
'high lift' and if so does d1is mean that the rudders control console what actually happens, how does
have additional trailing 'flaps'? lfso, how do they work the system work, where does the power come from,
and what does this mean for manoeuvring the vessel? what sub-systems need to function to action the
release, does the winch declutch and 'free wheel' out
• If the vessel has electrically driven side t.hrusters does
me control panel on the bridge tell the 'driver' how or does the clutch stay engaged and limit the payout
speed?
much electrical power is being used as a percentage
of power available? Are there alarms to indicate that • If the winch release system relies on hydraulic
too much power is being used? accumulators for the operation of clutches and
brakes, where are these located, how are dley kept
• If t.he vessel has azimum thrusters, what limitations
fully charged, how can you tell if they are fully
are mere on the use of them in terms of 'blocking'
charged?
where the thrusters are limited in their arc of
operation, limited in terms of use above a certain • On an electro hydraulic winch system where are die
hull speed through the water and particularly t.he control solenoids located, are dlese solenoids
minimum draft/water depth in which they can be marked with the function that they perform, is there
deployed if dley are of the swing down type? a tool for manually operating dle solenoids?
• Using t.he vessel General Arrangement (GA) plans, • How do you manually (locally at me winch) release
determine if t.he stem tunnel thrusters are liable to be dle main work winch drums wider tension?
influenced by the water flow to the main propellers.
• Are clear instructions posted describing the method
• What control modes are available to the 'driver', in of local release of me winch drums?
terms of main engine control (fixed or variable
revolutions)? • On dle main towing and anchor handling winches,
how is the tension on the winch and dle line out
• What manoeuvring modes are available to the driver, values determined? When were t.hese devices last
eg full manual control, joystick control, dynamic checked or recalibrated and can any reliance be
positioning control? placed on me readouts?
• Make regular checks to determine mat me analogue • How does the emergency release system work for t.he
meters showing engine revolutions, propeller pitch mechanical stoppers and the guide pins? If dle bridge
angle, side thrusters pitch angle and rudder angle are emergency release system does not work, how can
t.he same as is actually measured at me main engine or the stoppers be released locally or manually?
pitch controller etc. If dle vessel has a DP system where
t.hese values are displayed electronically, ensure that me • If the vessel is fitted with anti-roll tanks, is the.re any
values shown are those actually being used. guidance on the use of these tanks during anchor
handling and towing operations? If no guidance is
given then do not use them.
Hull design and form
• Does the vessel stability book give any specific
• Does the skeg between dle main propellers influence instructions on t.he mfoimum GM values for towing
dle water flow from the propellers when the rudders and anchor handling operations?
are put hard over towards me skeg7
• Make checks on the readouts of the work winch
• If the vessel has 'high lift' type rudders does me skeg payout meters and tension meters. For payout/
restrict the efficiency of these rudders when they are recovery t.his can be done by measuring 'deck lengths'
placed hard over towards the skeg? of the amount of wire recovered or deployed and
 Chapter 78 - Ship knowledge and practical ship handling exercises

comparing this with any remote readouts. For semi-automatic control modes should not be used until
tension readouts this can be done when a known manual skills have been perfected.
weight is hanging over the stern without tension
being applied to the system.
Exercises with vessel in fully manual control
Stability draft and trim • Determine natural adrift tingle. Allow the vessel to
drift under the influence of wind/wave/currenl and
• Check that any electronic system (load computer)
note the natural drift angle in relation to wind and
which shows draft and trim is accurate by visual
wave forces.
observation ofthe draft marks and comparison with
any display. tt Detennine the most effective side thrust component of
rudder angle. Turn the vessel short round on main
• Carry out the same checks with respect to
propellers and rudders only. Try it with various
comparison of tank soundings.
combinations of rudder angles and revolutions.
• Carry out manual stability calculations and compare Determine if the rudders are able to apply significant
them with any computer generated data. side thrust and how this might best be used when
moving the vessel bodily sideways.
• Read and understand the vessel's approved stabil ity
manual. • Determine the maxi mum practical load values
available for manoeuvring equipment. Tum the vessel
short round (minimal advance ahead/astern) using
the main propellers, rudders and side thrusters, work
up to maximum available power possible. Try various
The following exercises should be practiced by all those combinations of rudder angle and bow azimuth
given responsibility for 'driving' the vessel. thrusters (if fitted) to determine the best
Before carrying out Lhe exercises, discuss the proposal combination. When maximum power values have
with the engineers, have them set up the power plant as been reached, determine how much power is
per the designers recommendations, ensure that they available for operating the main winch system and
make a record of all the parameters from the other equipment required for anchor handling/
instrumentation in the engine control room and make towing operations. Calculate if sufficient power
regular comparisons between bridge instrumentation remains to run the winches etc.
and engine room control instrumentation.
• 'Walk' the vessel sideways with minimal ahead or
Make a record of the findings in simple diagrams or
astern advance and minimal change in heading. Use
some other readily readable form and include the
the main propellers/ rudders and all the side
weather conditions and the estimated influence of the
thrusters. Use as mucl1 power as possible, working up
weather forces on the manoeuvre.
to full power, with the vessel moving sideways and
Some exercises may not be possible unless the vessel
the power values as high as possible note the main
is actually under active operation where the propulsion
engine revolutions, the electrical power consumption
systems and winches are under load. This is the
and set up of shaft and diesel main generators. When
opportunity to determine and record in detail just how
maximum power values have been reached,
the vessel behaves in terms of what power is required
determine how much power is available for
and consumed and what reserves are available, how the
operating the main winch system and other
vessel responds to various rudder and thruster
equipment required for anchor handling/towing
commands and what the practical limits of the various
operations.
vessel systems actually are. All the deck officers and
other drivers should be allowed, under dose • Loss of effectiveness of side thrnsters. Commence
supervision, to perform the operations. The vessel's moving the vessel ahead at minimum speed and
engineers should be fully involved recording and apply side thruster power fore and aft. Increase the
monitoring how main and aux:illary machinery side thruster power to maximum and now increase
performs and advise tJ,e boat drivers on the limits to the main propeller power and note the through water
which machinery may be operated. speed at which the side thrusters no longer influence
Any convenient anchor buoy can be used to practice heading.
close quarters positioning and station keeping. On an
• Loss of effeaiveness of stern thmsters only. Lf the vessel
AHTS fitted with DP it is possible to designate a
has stern tunnel thrusters, determine their
position and then manoeuvre and position the vessel
effectiveness by the following exercise. Start moving
around this dummy position. Such exercises should be
the vessel ahead, at the same time start thrusting with
carried out until all the 'drivers' can achieve a high
the stern thrusters grndually increasing the power on
standard of precision station keeping and such practice
the main propellers and the stern thrusters. Note the
should be carried out in marginal working weather
through water speed at which the stem thrusters no
conditions, not just on fine calm days and in addition it
longer effects heading.
should be done at night as well as during the day. The
ship handling skills should be practiced and evaluated • Maximum speed astern. In calm water, start moving
with the vessel in full manual control and the other the vessel astern and build up the speed until the risk
 Part 2 - PRACTICE

of bringing green water over the stern is apparent. main propellers go to zero pitch, do the side thrusters
Note the trim and draft of the vessel and the weather go to zero pitch and do the rudders go to midships?
conditions.
• Walk the vessel sideways with no advance. Start
moving the vessel sideways and gradually increase
Exercises with the vessel in joystick control the power to full power. Note the position of the
mode rudders and the RPM on the main propellers as the
side thrusters work up to full power.
The aim of these exercises is to determine how the
control programme has been set up to use the main • Walk the vessel sideways with a heading change. Start
propellers, rudders and side thrusters when carrying out moving the vessel bodily sideways with no advance
basic manoeuvres. Knowing the way the programme is ahead or astern, but apply a heading change. Build
designed to operate will enable a driver to determine if up the power to maximum and note the values of
using the joystick for a particular operation could be the pitch available on the main propellers with the side
wrong choice of control mode. thrusters at full power. Note the rudder angles used
and determine the amount of power left to run the
• What 'sensor inputs' does the joystick mode have? Find
main wind1es and other anchor handling machinery.
out what data is being fed to the joystick mode and
where is it coming from. For example gyro heading, • Turn the vessel t11rough 180 degrees with no advance.
wind speed and draft are typical inputs. Find out if Turn the vessel through 180 degrees using full power
these are 'selectable' or automatically fed in and what and note the action of the rudders and main
happens if one of these inputs is incorrect or not propellers.
available. Find out how to check the accuracy of the
• Walk sideways and advance. Start moving the vessel
input data.
ahead with a heading angle applied to the direction
• Propulsion, steering and side thruster control. Can of advance. Build up the power and note the values
the vessel be operated in joystick mode if one of rudder and pitd1 angle. Note also if the joystick
thruster or a main propulsion unit is not available? programme favours heading change over advance.
What happens when one of these units stops during
• Choice of data display a11d alarm limit settings in
joystick mode operations? Try deselecting thrusters
joystick mode. Find out the best graphic display to use
or main propellers during the manoeuvring
when operating in joystick mode. You need to have a
operations suggested below and note what
clear, concise picture of how much power is being
happens.
used and how much is available. You. need to
• Changing operatiug mode joystick to 111a11ual. When understand what the alarm settings are for each
carrying out the manoeuvres suggested, what critical part of the system, what the alarms sound like
happens when you deselect joystick mode? Do the and what action to take when the alarms sound.
 Offshore construction operations
-
The role of.AHTS class llffSllls ,n of/shore floatover barges, tow floatover barges and deck to
construction operations o ffshore site and position it over the spar, o ffl oad
the deck stntcture o nto the spar.
The AHTS class vessel is now frequently employed in Two large AHTS/OSV; two smaJler AHT/AHTS; two
offshore construction operations. There is now also a offshore classed tugs; two smaller tugs; one large
large fleet of AHTS vessels designated OSV ( offshore construction/installation vessel.
support vessel). This designation usually means that the - tow the FPSO fro m the construction yard to
vessel can undertake a variety of tasks outside its normal offsho re site and connect it to the prelaid mooring
anchor handling/towing/supply duties. These might system.
include the provision of space and fittings to carry ROV Two large AHTS for tow to site and an additional two
(remote operated vehicle) systems, lifting and handling AHT/heavy duty tugs for positioning and one large
large weights such as sub-sea ploughs via heavy duty AHTS/OSV for mooring hook-up.
( 400 to GOO te) A-frames at the stern and anchor and
- install the sub-su rface pipeline system between the
mooring operations in extreme water depths handling
spar and the FPSO.
special anchor types such as suction piles and driven
One large AHTS/ OSV and one large construction/
piles where the piling hammer may be run and
installation vessel.
operated via the A-Frame. These vessels often have large
accommodation capacity to support project/ - install the sub-sea infrastructure (man ifolds,
construction crews and large deck areas, often multi- gravity bases, flowlines etc) .
deck additions to cope with the project specific cargo or One/ two large AHTS/ OSVand one large construction
other specialist equipment. Some of these newer OSV / installation vessel.
types have extremely high bollard pull, 300 to 400te Addjtional vessels might include materials barges
and are almost always classed DP (Dynamic and tugs, supply boats and crew boats and
Positioning) Two or Three. accommodation barges.
It will be appreciated from the above brief list of
activities that these operations can be complex,
Offshore construction operations - prolonged and require high levels of skill and
work sco e and role AHTSIOSVs knowledge.
They comprise difficult anchor handling work, very
A typical large offshore construction project for a new sensitive open sea towing operations, high precision
deepwater offshore oilfield might consist of the positioning towing operations and the management o f
following installation works: multi vessel tug spreads in confined areas. In addition,
- install the spread mooring systems fo r a floatin g the work involves heavy lift work of many kinds and the
welJhead spar platform. use of specialised tools/ equipmem/ techniques and
One or more large AHTS/OSV and one large methods which are going to be 'new' to the officers and
construction/installation vessel. crew of the AHTS vessels. The learning curve can be very
steep and there will be little if any time to practice o r
- install the spread mooring systems for a floating
even fully grasp the detail of an operation before it
production vessel (FPSO) to be linked to the spar
commences.
by sub-su rface pipelin e.
One or more large AHTS/ OSV and one large
construction/ installation vessel.
- tow the well head spar fro m its inshore offloading
site to the oilfield, upend the spar an d positio n it
and hook it up to the pre-laid mooring system. In the maJonty of offshore construction work, the
One large AHTS/OSV as main tow vessel; two medium planning and preparation of procedures forms a major
size AHTS; two or more offshore classed tugs; one or aspect of the work. A typical operation would be the
more large barges for solid ballast operations (for installation of a spread moored floating productio n and
spar); two or more small tugs to support offload storage vessel (FPSO) . The oilfield owner/ Licensee mvns
operations; one large construction/installation vessel. the FPSO. He will typically choose a specialist
- tow spar deck structu re from the constructio n yard Installation Contractor (IS) to carry out whole work
to insh o re m o bilisation site, offload deck onto scope. The installation contractor will either own o r hire

247
248 Part 2 - PRACTICE

Kline Offshore's new build OSVIAHTS KT Saltford delivered fo 2011

The vessel has a bollard pull of397 tonnes and an impressive specification, enabling it to petform many types of operations in harsh
environments. The vessel is very large, 97 m long with a 24 m beam. The mass and power ofthe vessel is so large that extreme care is
needed when using the vessel for conventional anchor handling operations. Even the largest of drilling rig mooring systems would
need to be handled within precisely defined and monitored load limits in order to avoid over-stressing or parting the elements of these
systems. It is very unlikely that the towing bridles or towing attachment points on most drilling units or barges will be capable of
handling the towing loads that this size of vessel can apply and therefore extreme care will have to be used when using them in this
role. For more details of the vessel refer to www.klineo.ffshore.no. (Photo courtesy of Harald M. Valderhaug)
 Chapter 19 - Offshore construction operations 2

a suitable main installation construction vessel (!SY) damage to equipment can cause long and expensive
and will also hire the tugs, barges and other support delays which cause a loss of reputation and may impact
craft required for each phase of the operation. The field on the future of those which cause the damage.
owner will employ the services of a warranty survey Hazard assessment, risk evaluation and strict
company to ensure compliance with the insurance Management of Change procedures all form part of a
terms of each stage of the operations. Oversight by the well organised and tightly controlled operation, but
field owner on all aspects of the works is a normal part these tools will only go so far in preventing accidents.
of these operations both onshore and offshore.
[n general, the installation operations are contracted Delivery towing operations
on a fixed price/lump sum basis (with some ability to
Some of the objects which require to be towed from an
vary the terms and payments). A time schedule for each·
onshore construction yard to an offshore installation
stage is agreed between the installation contractor and
site may not be designed for open sea exposure for
the field owner and this is where many problems arise.
either prolonged periods or in conditions above very
For example, the schedule may originally stipulate that
closely defined limi ts. The tugmasters must at all times
the FPSO is to be installed at a particular time to avoid
exercise great skill aind dose attention to every aspect of
an adverse climatic condition. Delays in the
tow management as failure to do so can result in
preparations of the FPSO or other factors may result in
unexpected and severe damage to the 'thing' on the end
the schedule slipping so that the work has to take place
of the towline. Multi tug tow spreads are common and
in less than ideal conditions. This problem results in a
high shiphandling ability is a requirement.
mud, higher risk level than was planned and from the
Many FPSOs are very large, 300 to 400 m is not
viewpoint of the tugs and other vessels involved, the
uncommon. The voyage between construction yard and
pressure to get the work completed as soon as possible
offshore site may be transoceanic, undertaken at a slow
is further increased. speed. In addition, such vessels may be fully manned
The tugs and support vessels will rarely be closely
with construction and operations personnel numbering
involved in the detailed planning of towing and
well over 100. Tugmasters and towmasters therefore
mooring operations except at the latter end of the
have the additional responsibility (in fact if not strictly
process when vessels are selected and hired. The IS will
by contract) for the safety and welfare of these
then ask for procedure review and comment. The IS
personnel, few of whom will be seamen. Activi.ties and
engineers and other specialists will develop all the
works being carried out on the towed vessel may have
detailed procedures and requirements. If the vessels
serious implication.s for the safe management of the
d1osen for the operation require modification or
towing operation and an agreed list of permitted
additions to cope with various details of the work, these
activities is a sensible precaution Lo take before the start
will be designed and installed under the supervision of
of the delivery voyage.
the IS personnel.
Once operations commence, the masters of the
Mooring hook-up operations - positioning
support vessels (tugs/AHTS/OSVs) wiJI be expected to
towing and mooring line handling
comply with the instructions of the Offshore
Construction Manager or his deputies who may not be Mooring hook-up operations comprise the precise
trained seamen and may not fully appreciate the positioning of the object and the connection of a pre-
limitations and capabilities of particular vessels. The laid mooring system to it. In general, in deep water, tl1e
masters of the support fleet must appreciate the time positioning work is achieved using a multiple of towing
and money pressures involved and do their best to vessels controlled from a central point by a towmaster.
comply with what are often demanding and sometimes Electronic positioning aids using DGPS are now fairly
conflicting instructions. They, the masters, must also standard, but other systems may also be used. Very tight
appreciate that they will not always be given the 'full tolerances are often required botl1 in terms of allowable
picture' and therefore orders and tasks may appear not heading and offset from a given position. The tugs may
to follow a logical sequence, but this is part of the have to hold station at a given power setting or move in
nature of such work. a very precise way for prolonged periods. The work
demands high concentration, excellent shiphandling
skills and close attention to orders. The use of full
Partieular mks- dynamic positioning capability on any tug carrying out
tl1is type of work should be very carefully considered
The important point to bear in mind is the very high and in general AHTS/OSV vessels witl1 DP Class 1 only
monetary value of even a modest offshore construction should not use th eir systems fo r such operations. lf
operation. A typical new build FPSO may cost many the vessel towing winches are not fully intergrated into
hundreds of millions of dollars and even a section of the DP system, using DP should not be attempted.
mooring chain will, in all likelihood, have been Joystick control may also suffer severe limitations when
manufactured to a precise specification for the mooring used in these operations and it is both safer and often
system. Damage to 'permanent materials', that is all more efficient to use full manual control.
those items which form an integral part of the Mooring connections operations, for example
construction works, is simply not tolerable. Although connecting pre-laid moorings to an FPSO using
insurance cover is extensive for all phases of the works, AHTS/OSV class vessels are common. These works
U8 Part 2 - PRACTICE

AHTSIOSV engaged in suction mooring pile installation operations - Farstad's Far Scout
This AHTSIOSV is fitted with a suction pile launch frame and at the stern of the vessel a materials barge with suction piles is just
visible. (courtesy Orwell Offshore)

Deploying a Suction Pile

The Far Scout has the lowering rigging for the suction pile. The pile is visible floating offthe stern. It has just been deployed. The other
AHTS has the actual mooring line from the pile. This consists of a chain section and a polyester mooring line (white) which is visible on
the reel on deck. The polyester line is being deployed from a heavy duty power driven reel. The Far Scout will flood the pile and lower it
to the seabed while the other AHTS slacks out the mooring line. The Far Scout, using DP and its own ROV, will coordinate the
operation oflowering the pile and slacking off the mooring line. Once on the seabed in the correct position and orientation, the ROV
will operate a suction pump which will evacuate the waterfrom the pile and sink it to the correct depth. The other AHTS will then fully
deploy the mooring line and buoy it offfor later recovery. (courtesy Orwell Offshore)
Chapter 19 - Offshore construction operatrons

Position towing
This AHTS is working on a short towline
while positioning an FPSO during moormg
hook-up operations. The whole towline is
clear of the water and there is no 'spring·
element fitted in the line. Snatch loading
could quickly overload and part the towline.
A more seamanlike arrangement would be
to insert a section of heavy chain in the
towing system to absorb some ofthe shock
loadings induced by the swell and motions
ofthe tug or the FPSO.
(courtesy of Orwell Offshore)

Spar towing operation

The Kikeh Spar (Dry Tank Unit) launched
from the semi submersible carrier and being
held by support tugs while Solstad's
Normand Ivan backs in to connect to the
main towing assembly prior to towing
offshore to the field site north of Borneo.
The spar, about 12,000 te weight is
towed horizontally to site and then upended
byflooding and ballasting, then connected
to a pre-laid mooring spread. The structure
is very delicate in terms of the forces it can
withstand while undertow in the horizontal
position. Very careful voyage management
and strict weather criteria must be adhered
to if the structure is to arrive on site without
significant life being expended.
(photograph by Michael Hancox)

Deck section tow operation

Kikeh Spar deck section supported by two
barges specially modified to support the
deck. The 4,500 te deck is being towed out
to the field site north of Borneo by Solstad's
Normand Ivan with a trail tug connected at
the stern to assist in steering. The barge
spread is very delicate in terms of what
seastate it can sustain without damage to
the deck structure. On arrival at site it will
be positioned over the top of the now
upended spar in photo above. By ballasting
up the spar, the deck section will lock onto
the spar and be lifted clear of the barges.
(photograph by Michael Hancox)
Mooring line hook-up
The AHTSIOSV has both parts ofa heavy
mooring and has just connected them. One
part, the chain section, leads back to the
anchor, the wire part leads to the FPSO, to a
pull-in winch system. Once connected, the
mooring line will be lowered offthe stern on
a work wire and sacrificial sling. The AHTS
will release from the mooring line once the
FPSO pull-in winch has taken up the tension
on the mooring. The ROV on the AHTS will
cut the work wire free.
(courtesy of Orwell Offshore)

OSV support operations.

Kikeh Spar (DTU) about to be floated off the
submersible carrier. Solstad's AHTS/OSV
Normand Mariner is positioned alongside
the spar with its ROV deployed making final
checks before the spar is towed off.
(photograph by Michael Hancox)

Installation operations
This view of the Kikeh Field installation
operations shows Technip's multi-junction
construction support vessel Deep Pioneer
positioned alongside the now upended Kikeh
Spar and engaged in ballasting operations.
The photo is taken from Solstad's Normand
Ivan which along with two other tugs
connected by towlines to the spar are
holding it in position. The Deep Pioneer is
typical ofits type. It is capable ofdeploying
chain and wire moorings, mooring piles and
flexible flowlines. The tower structure just
forward of the crane is a specialised 'lay
tower' for laying flexible lines of several
types. The vessel has crane lifting capacity of
up to 200 te, saturation diving systems,
twin ROV systems and large deck areas for
the stowage of project cargo including the
capability to carry multiple reels offlexible
flowline. The Deep Pioneer is the main
installation vesselfor this operation and
controls the activities and operations of all
the other vessels involved.
(photograph by Michael Hancox)
Chapter 19 - Offshore construction operations

Above - FPSO mooring hook-up

operations
This FPSO is being towed into position to
pick up a pre-laid mooring spread. The
AHTS is one of three tugs towing the FPSO
into position. The bow-mounted mooring
turret of the FPSO is visible below the
vertical lattice structure on the cantilever
projecting forward of the bow.
(courtesy Orwell Offshore)

Left - Mooring lay operations

This AHTS has the polyester mooring line
sections of a spread mooring system for an
FPSO. These are visible on the large reel on
deck. In this case, instead of spooling the
polyester mooring lines onto a work drum,
they will be deployed from this reel which is
heavily reinforced, welded to the deck and
power driven by a ·reel drive unit'. The reel
ads like a winch, but only has sufficient
power to deploy or recover the mooring line
when under modest tension. See photo on
page 250 for the reel in operation.
(courtesy Orwell Offshore)
often demand that the vessels handling the moorings to the surface unit (FPSO) to pass over the mooring line.
work in very dose proximity to each other and to the The astern bollard pull capability of an AHTS is not a
FPSO. Another aspect of the work are the high loads parameter which is ever tested. It's value is only
that the AHTS/OSY may be handling on their winches. estimated and therefore when the vessel is required to
In some cases the work may require the vessel to handle use maximum power astern the expected values might
two parts of the mooring line simultaneously, not be achieved.
sometimes with one winch hauling and the other The failure of towing lines and breakdown of main
slacking. The use of ROYs deployed from the AHTS/OSV engines or other critical machinery on the tugs
to assist in mooring connection operations is also performing the hook-up operation can result in
common. It is very important to evaluate and consider collision between the tug and the unit being handled or
the 'mode' of operation when an AHTS/OSV is engaged a loss of control of the unit. The procedure documents
in these types of operation. Using full DP may be the should contain detailed contingency plans to assist in
wrong choice because th,e greatly varying loads on the the management of such incidents and the boat drivers
winch system may confuse the DP programme with need to rehearse and react to any given situation in such
unexpected and violent movements of the vessel. This a way as to minimise damage both to their own vessel
situation may not only add additional high loads to the and to the unit being handled. The towmaster and the
winches, but may result in the deck crews being placed boat drivers need to be thinking at least one step ahead
at serious risk during the time when they must be on of the current operation. They need to anticipate the
deck to make/break connections. Mooring hook-up consequences of changes in the weather/metocean
operations often require the mooring handling vessel to conditions and consider carefully the power
use high astern power in order to back up dose enough requirements as the vessel position changes.

Floating hose make-up

The view shows the working deck ofan AHTS stowed with sections of the FPSO (in the background) oil export hose. The AHTS is in
the process ofmaking up the hose, joint by joint, on its deck and deploying them. The FPSO end has already been connected. This is
a very common task for an AHTS at the completion ofa mooring hook-up operation. It will be appreciated that the make-up
operation requires the AHTS to hold station with considerable precision in order to avoid damage to the hose in particular, but also
to reduce risk to the personnel on deck making up the connections between hose sections. Sometimes the hose is made up on shore
and towed as a complete 'string' to site. This type of towing operation is often quite difficult and prolonged.
(courtesy Rimorchiatori Riuniti)
 APPENDICES

Appendix 7 Rig move meeting pro-forma 257

Appendix 2 Reference documents 259

NMD Circular RSV 04-2008 259
NWEA Guidelines - Issue 2 - chapter 6 262
Operational limitations of anchor handling tugs during anchor handling and towing
operations 266

Appendix 3 Tug master Training - A view by Captain Terry Phillips 268

Appendix 4 Further reading 270

 Rig move meeting pro-forma

The list of topics for discussion and approval are set out Unscheduled tasks identified and impact on
in the form of a meeting between the parties involved in operations.
an operation. It can however also be used as an aid for Defects/repairs identified, impact on operations.
planning an operatjon by the assisting vessel personnel, Crew JSA/TBTs completed, scheduled;
shore-based personnel in charge of operations or Manpower levels/skill levels sufficient for operations.
personnel offshore when about to execute an operation. Rig stability within criteria for move/back loads
lt will be seen that the listings do not necessarily apply required.
only to MODU moving operations, but can be used for a
variety of offshore tasks by modifying the various Assist vessels
sections to suit particular types of work. Vessels supplied same as defined by RMP;
Vessels supplied different from as required-impact?
Sufficient fuel/water/stores/crew/equipment;
Rig move meeting pro-forma Briefed on operations/understanding of operation
Tow vessels identified/briefed suitable;
The list of topics listed below is designed to cover the Vessel stability with anchor handling loads checked;
overall conduct of an operation such as a rig move. The Faults/defects known/identified, action required;
meeting should be held between all the parties involved Spare anchor gear distributed;
prior to commencing operations. It may be held on POB lists exchanged with rig;
board the MOU, chaired by the towmaster and use Unscheduled tasks advised;
radio communication with the anchor handling vessels Assist vessels in compliance with any applicable new
masters to obtain their approval and agreement. flag state rules;
Briefing of the anchor handling vessels may have taken Assist vessel personnel experience level - this
place at their mobilisation ports, but their operation.
understanding of the workscope and agreement must
be sought when they actually arrive on site to carry out Operations
the work. Schedule as per RMP realistic - if not, what is new
During the meeting cover the topics listed, make schedule?
brief notes on each and list attendees. Anchor recovery/deployment method understood;
Assist vessels allocated to anchors;
Procedure document Contingency plans for adverse weather made up;
Signed off, approved for use; Maximum weather for operations defined;
Changes required - rig Rig move notifications issued;
- assist vessels; Rig move command matrix understood by all parties;
Changes - MOC actions required/not required Rig, special hazards identified - undeiwater projections;
Distributed to assist vessels and understood; - overhead projections;
Procedure required to be changed due to other factors; - thrusters positions;
Check that RMP does not conflict with Rig/Local - sub-sea hazards;
Area/Flag; Anchor/mooring system re-rigging changes advised;
State or other rules applicable to these operations; Limits of tension/assist vessel loads/offiine limits
Hold points for continuing operations dearly defined;
identified. Towing system advised to tow vessels;
Emergency tow system defined/method of deployment;
Weather forecasts Passage plan made up/lead tug comment;
Current forecast available; Max tow loads defined;
Weather within criteria for operations; Rig re-supply schedule advised to tow vessel;
Weather windows for staged operations identified; Stand-by vessel advised of operations;
Assist vessels on forecast distribution list; Status of survey/positioning equipment;
Conflict with local/other forecasts. Modifications required with respect to survey systems.

Rig readiness for operation Communications

Premove operations completion schedule; Primary work channel advised to all parties;
Premove checklists completed yes/no/wh en; Secondary work channel advised to all parties;

25j
258 Appendix 7 - Rig move meeting pro-forma

Rig/assist vessel telephone and email addresses Stage One hazard assessment - issues arising not
exchanged; closed;
Rig main communications system on passage, yes/no. Stage Two hazard assessment - issues applicable;
Clarification of procedures for operations - eg PCP
Field operations handling;
Delays likely due to surface or sub-su rface operations; Equipment certification - issues if any (spares etc).
Surface or sub-surface operations on-going at next
location; Go/ No-Go decision
Working windows identified due to field operations. When will operations begin;
If not, why not, next decision making period;
Safety advisories Applicable comments/requirements not covered;
Safety notices or advisories applicable to this In above listings by any party to operation.
operation;
 Reference documents

Note and explanation

The NMD Circular was issued by Norway and applies to guidel ines has legislative backing both nationally and
Norwegian Flag vessels. The NWEA guidelines are internationally. It can also be argued, in particular, that
issued by the organisations representing the shipping the guidelines should be compli.ed with by virtue of the
and offshore o il industry in the United Kingdom, ISM Code, (International Safety Management Code -
Norway, Denmark and The Netherlands. A full version IMO Resolution A741(18)), seaion 1.2.3. The code
can be obtained via the website www.nwea.info. ll is applies to both vessels and MOUs.
important to note that the application of NWEA

NMD Circular RSV 04-2008

Guidelines on the i mplementation of s pecific 2. The purpose of this circular

measures to ensu re a sufficient safety l evel d u ring
rn this circular, the NMD has prepared guidelines to be
anchor hand ling (AH) operations carried out by
followed by organisations and personnel involved in
su pply ships or tugs. the planning and canying out of activities related to
anchor handli ng operations. The immediate measures
1. Introduction
referred to in the introduction of this circular, which
As a result of the tragic disaster with Bourbon Dolphin were communicated to the industry on 16 May 2007, is
west of Shetland on 12 April 2007, the Norwegian included in tl1is circular. Affected parties shall therefore
Maritime Directorate (NMD) decided, o n 10 May 2007, act in accordance with and implement measures
to introduce specific measures (immediate measures) included in this circular.
for p lanning and safety management on vessels used for
anchor handling, pending the report from the 3. Scope of application
appointed Special Investigation Committee. The
This circular shall apply to all Norwegian supply vessels
immediate measures were communicated in Norwegian
and tugs that are designed and equipped to provide
fo r distribution to members of the Norwegian anchor handling.
Shipowner's Association on 16 May 2007 and in English
to the same organisation on 21 June 2007. 4 . Definitions
As a follow-up of the immediate measures, as well as to Definitions expressed in tl1e statutory provisions shall
ensure a unified implementation of these measures, the
apply for the application of this circular.
NMD, on 7 September 2007, prepared the NIS/NOR
Circular 7/2007 titled 'Guidelines for revision of ISM-
5. Statutory authority
manuals on supply ships and tugs used for anchor handling
regarding the immediate measures issued by NMD'. The guidelines provided in this circular are based on the
fo llowing Norwegian laws and regulations issued
The Commission, appointed by Royal Decree of 27 pursuant to law.
April 2007, of Inquiry into the loss of the Bourbon
• Act of 16 February 2007 No. 9 relating to Ship Safety
Dolphin on 12 April 2007, submitted on 28 March 2008 and Security (the Ship Safety and Security Act)
the NOU 2008-8 1'he loss of the Bourbon Dolphin on 12 Sections 7 and 8.
April 2007' to the Ministry of Justice. • Regulation of 14 March 2008 concerning a Safety
As a result of findings and conclusions in the NOU Management System on Norwegian Sh ips and
2008-8, the NMD has decided to prepare a circular Mobile Offshore Units, § 2.
containing guidance on critical measu res to be • Regulations of 15 June 1987 No. 507 concerning
addressed and implemented in organisations Safety Measures, etc. on Passenger Ships, Cargo Ships
responsible for the p lanning and carrying out of anchor and Lighters, §14.
handling operations in which supply ships and tugs are • Regulations of 15 September 1992 No. 695
involved. concerning the Construction of Passenger Ships,
Cargo Ships and Barges, §§ 12, 15 and Chapter 8.

25
260 Appendix 2 - Reference documents

NMD Circular RSV 04-2008 (continued)

6 . Measures in addition to the immediate The proced ures must include criteria for control limits
measures identified in the letter of 16 May ( attention zones), interruption criteria and plans for the
2007 handling o f critical situations.
6. 1 Calculation and documentation for the use of roll
reduction tanks 7. Measures communicated in letter of 16 May
Statuto1y authority: Regulation of 15 June 1987 No. 507 2007 {immediate measures)
concern ing Safety Measures, etc. on Passenger Ships, 7. 7 Stability during anchor handling
Cargo Ships and Lighters, second paragraph of §14, cf. For vessels that are used for anchor handling and which
Regulation of 15 September 1992 No. 695 concerning at the same time are utilising their towing capacity
the Construction of Passenger Ships, Cargo Ships and and/or tractive power of the winches, calculations must
Barges, § 12 and sixth paragraph of§ 15. be made showing the acceptable vertical and horizontal
Factual information proving that roll reduction tanks transverse force/tension to which the vessel can be
are used on a regular basis during AH operations has exposed. The calculations must consider the most
been obtained. unfavourable conditions for transverse force/tension
and as a minimum include the following:
ln the instructions to the master, it must be indicated
w~1ich consequences the use of roll reduction tank(s) Calculations must be made for the maximum
acceptable tension in wire/chain, including the
will have on the stability. The instructions (roll
reduction instructions) require that anchor handling maximum acceptable transverse force/tension that can
conditions the vessel uses during anchor handling have be accepted in order for the vessel's maximum heeling
to be limited to one of the following angles, whichever
been prepared. Based on such conditions, equivalent
occurs first:
conditions shall be prepared, where the only difference
is that optimal fi11ing level(s) have been entered for roll • Heeling angle equivalent to a GZ value equal to 50%
ofGZ max.
reduction tank(s). This is to illustrate and make the
company, master and crew aware of the stability • The angle which results in water on working deck
reductions the use of roll reduction tank(s) will cause. when the deck is calculated as Aat.
The resulting stability reductions shall appear dearly • 15 degrees.
from the instructions for the use of roll reduction tanks. The heeling moment must be calculated as the total
6.2 Fuel consumption plan with accompanying effect of the horizontal a11d vertical transverse
documentation for fuel oil/ water and ballast water components of force/tension in the wire or the chain.
The torque arm of the horizontal components shall be
Su1tuto1y authority: Section 2 of the Regulation of 14
March 2008 concerning a Safety Management System calculated as the distance from the height of the work
on Norwegian Ships and Mobile Offshore Units, cf. deck at the guide pins to the centre of main propulsion
propeller or to centre of stern side propeller if this
section 7 of the ISM Code cf. the second paragraph of
section 14 of the Regulation of 15 June 1987 No. 507 projects deeper. The torque arm of the vertical
components shall be calculated from the centre of the
concerning Safety Measures, etc. on Passenger Ships,
outer edge of the stern roller and with a vertical
Cargo Ships and Lighters.
straining point on the upper edge of the stern roller.
F,or anchor handling vessels, a fuel consumption and
ballasting plan shall be prepared and documented The other loading conditions for the vessel shall be as
which indicates the sequence for how and when tanks stated for anchor handling in approved stability
should be emptied/filled in order to comply with the calculations and in accordance with prevailing practice
stability requirements. with regards to loads on deck and winch reels. The
vertical force from the tension shall be induded in the
6.3 Preparation and documentation of anchor loading conditions, upon which calculations of trim
handling procedure and curve for righting arm are based.
Statutory authority: It is provided by Section 2 of the
Regulation of 14 March 2008 concerning a Safety Information stating the maximum force/tension in wire
Management System on Norwegian Ships and Mobile or chain, as well as corresponding lateral point of
direction according to the calculations, must be
O1'.fshore Units, cf. the ISM Code's Rule 7 that key
shipboard operations shall be identified by the communicated to the vessels crew and be displayed next
to the control desk or at another location where the
company which should prepare accompanying plans
and instructions, including checklists as appropriate. navigator on duty easily can see the information from
his command post.
For vessels carrying out anchor handling this means
requirements for vessel-specific anchor handling The displayed information must be in the form of
procedures which include the vessel's capacities and simple sketches showing the vessel's righting moment
limitations and requirements for actual risk curves in addition to a table stating the relevant
assessments. combinations of force/tension and point of direction
which gives the maximum acceptable heeling moment.
 Appendix 2 - Reference documents 261

Nf\1O Circular RSV 04-2008 (continued)

7 .2 Vertical lifting capacity 7.6 Tandem operations or other joint towing

The maximum tension in chain or wire during a dean operations
vertical lift without bollard pull, is not permitted to be Every vessel taking pan in anchor handling operations,
more than that which is stated for anchor handling (if in which tandem or joint tugging operations are
any) in the approved stability calculations, □or sud1 planned, is obliged to make sure that calculations are
that the highest transverse force according to the made showing the loads/forces (tension) that may
calculations stated in item 7.1 above, are exceeded. occur during the operation in question. If necessary, this
.information must be recovered from the principal.
7 .3 Horizontal bollard pull
A vessel specific curve must be prepared and arranged The calculations must be accompanied by procedures
showing the maximum available continuous bollard describing the method for ensuring that the individual
pull (BP) for anchor handling as a function of the total vessel is not exposed to forces exceeding the capacity of
power bal ance when required capacity to ensure the vessel based on results from item 7.1, 7.2, 7.3 and
sufficient operation of the winch pumps and side 7.4 above.
propellers/azimuth-thrusters has been taken into
During tandem and joint towing operations, the towing
consideration.
gear must be connected in towing hooks with
It is not permitted to adjust the original stability emergency release or in some other way be arranged so
calculations for reduced BP, cf. second paragraph (a) that in case of a breakage in towing line or loss of
and (b) of§ 43 ofRegulation of 15 September 1992 No. power/ bollard pull in one of the vessels, the other
695 concerning the Construction of Passenger Ships, vessels may quickly be disconnected. A communication
Cargo Ships and Barges. plan for the operation must be established which in
particular ensures an effective and coordinated action in
7.4 Towing and anchor handling equipment
case of any unintended incident.
The effect of emergency release on winches and
equipment according to the second, third and tenth It shall not be allowed to connect the anchor towing
paragraphs of §48 of Regulation of 15 September 1992 gear directly to a wince on one vessel, unless the vessel
No. 695 concerning the construction of Passenger in question can handle the load and the dynamic
Ships, Cargo Ships and Barges, sha!J be reviewed. conditions alone, based on the vessel's permissible
Procedures for unintended situations shall be capacity calculated according to item 7.1, 7.2, 7.3 and
established, which for each type of equipment will 7.4 above. The operation plan must state that the
describe emergency release methods, time deJays and towing operation is to be discontinued/relieved or
release speed. The procedures shall be communicated to emergency released if one of the vessels is exposed to
the vessel's crew and vital information shall be greater forces than anticipated.
displayed next to the control desk or another
appropriate location on the bridge where the navigator 8 . Implementation
on duty easily can see the information from his usual
The measures included in this circular are to be
command post.
implemented immediately. Until the calculations and
7 .5 Planning of anchor handling operations documentation required to comply with the immediate
Every vessel taking part in anchor handling operations measures can be presented, a general limitation wiU
has an obligation to make sure that calculations are apply. Anchor handling operations are to be stopped or
carried out and that plans are made dearly showing the relieved when a ship heels to the angle of flooding - i.e.
loads/forces (te1,sion) that may occur. If necessary, this danger of getting water on working deck considering the
information must be recovered from the principal. deck flat. If the relief does not reduce the heeling, the
wire or chain is to be disconnected by emergency
Such calculations must take into consideration the
release.
weight of the anchor lines (chain) in question and the
anticipated force/tension or forces which may occur in
Sigusd Gude
any phase of the operation and/or which will be
Acting Director Gen.era/
required in order to obtain sufficient anchor holding
power at preset operations. Based on the results from
Nora Olsen-Sund
item 7.1, 7.2, 7.3 and 7.4 above, verifications must be
Head of Department
made that the calculated forces are within the capacity
of the vessel.
It must be stated in the operation plan, that the anchor
handling must be discontinued, the gear and
equipment relieved if the vessel is exposed to greater
load/forces/tension than anticipated in the plans.
262 Appendix 2 - Reference documents

NWEA Guidelines - Issue 2 - chapter 6

6 Rig Moving 6.1.2 Responsibilities of the MOU Owner

The owner of the MOU shall:
6.1 Agreed Procedures and Responsibilities
• Prepare a work specification o r "Rig Move Plan" that
1. Rig Moving o peratio ns and towing are potentially covers the entire anchor handling or towing
h azardous. Installatio n personnel should operation. The work specification shall be in English
appreciate vessels' operation al limitatio ns, unless otherwise agreed.
including power and freeboard . Safety o f vessel Depending on local requirements, rig move
a nd crew is paramount. procedures may be prepared by the Operator.
2. The guidan ce in this section applies equally to all • Supervis.e the operation in the field.
types of MOUs. • Communicate any changes of the work specification
3 . To avoid any conflict of interest the Tow Masters lo all the parties involved.
and Operato rs Marine representatives sh ould be • Ensure that the RMP has been reviewed and is
sourced fro m independen t contractors. understood by vessels and key personnel that
participate in the operation, and verify that Risk
6 .1.1 Responsibilities of the Operating Company
Analysis and Safe Job Analysis bave been performed.
The operating company is responsible for obtaining the
• Ensure Lhat satisfactory anchoring/mooring analyses
information needed to anchor a MOU in a field. The
have been prepared in compliance with national/
operating company shall:
industry requirements where relevant.
• Obtain an overview of infrastructure on the seabed,
• Notify authorities of MOU departure and arrival in
sea bottom conditions and any obstructions. Provide
accordance with local requirements.
charts with positions both hard copies and electronic
• Ensure all anchor handling equipment used and
versions.
permanent equipment is certified.
• The operator shall specify minimum horizontal and
• Obtain necessary anchoring equipment in
vertical distances to infrastructure and pipelines on
accordance with the anchor handling work
the seabed for anchors and anchor lines.
specification.
• ls responsible for ensuring adequate planning
• Ensure MOU is adequately manned by competent
(indudjng contingencies) and risk assessment of the
personnel taking into account hours of rest
entire anchor handling and towing operation
requirements and the scope of work. Obtain extra
• Provide weather, wave and tidal stream data.
personnel as required to cover 24/7 operation.
• Organise rig move meeting well in advance (two
• Identify potential backload p rior to MOU move.
weeks) of the start-up. Written procedures for MOU
move should be agreed upon with all relevant 6 .1.3 Responsibilities of the OIM
parties. These should identify key roles and • The OlM has overall responsibility for the safety of
responsibilities. the installation and personnel at all times as per
• Obtain or determine who is to obtain vessels and statutory requirements and MOU owners' policy.
mobilise according to plans. However, he may delegate some of the rig move
• The rig move p lan (including maximum calculated operational tasks to a suitably qualified person such
loads) is to be issued to enable nominated ship as the Towmaster who should also consult with
owners to confum that a suitable vessel has been vessel Masters in the process.
, selected. • Provide information of the last updated Rig move
• To provide Vessel owner and vessels, details of plan.
maximum calculated loads for the operation. • Decides when it is safe and practicable to commence
• Organise inspection of selected vessels to verify operations within the limitations of the MOU
suitability (e.g. MSF AHTS Safety inspection operating manual, having consulted with the
Checklist). Operators representative.
• The operating company should when possible make • Responsible for ensuring that a meeting is held with
all the vessels available for a common briefing in all relevant personnel (including AHTS Masters) on
port prior to mobilisation. This briefing should be board prior to rig move and minuted accordingly,
attended by Master/mates and deck crew of vessels with an appropriate entry in the log book to that
along with rig representatives. effect.
• Obtain positioning equipment and positioning • Having procedures in place to monitor vessels
personnel. operation. Provide status of the operation and
• Determine logistics needs (deck cargo, bulk). weather report.
• Inform vessel and MOU about the status of the • Ensure fully functional communication between all
operation at all times. involved parties.
• Any proposed crew changes during period to be • Sole point of contact through which all rig move
conducted to allow sufficient time for a briefing on notifications and exterior communications wi ll pass.
work scope and experience transfer to be completed. Ensures that all relevant authorities are kept
• After completion of MOU move Data cards and informed of the rig move status, as required.
information charts to be updated. • Liaises and communicates with the Operating
 Appendix 2 - Reference documents 263

NWEA Guidelines - Issue 2 - chapter 6 (continued)

Company representative on all matters concerned distributed to participants in sufficient time for
with the rig move operation and any deviation from review prior to the meeting.
the proposed rig move procedures.
The following are the recommended participants of the
6 .1.4 Responsibilities of the Ship Owner rig move meeting:
Shipowners are responsible for ensuring vessels and • OIMJTowmaster (preferably the ones on board
equipment used in all operations are: during the operation) and Representative from MOU
• in operational order and complies with relevant owner operations department (and MOU Safety
legislation. Delegate in Norway).
• To confirm that the vessel is suhable for the scope of • Onshore and/or Offshore drilLing supervisor for
work supplied. operating company.
• adequately manned by competent personnel taking • Onshore logistics representative from operating
into account hours of rest requirements and scope of company.
work including possibility of 24/7 working. • Person responsible for navigalion company/
• Any proposed crew changes during period to be contract.or.
relayed to operator and any changes must be • Marine Representative for operating company.
conducted to allow sufficient time for a briefing on • Representative from owner/operator of pipeline/
work scope and experience transfer to be completed. other installation if relevant.
• Ensure that the vessel is able to calculate and • Additional special ist personnel as required.
monitor stability information for all stages of the
The rig move meeting shall have the following agenda
received rig move p lan.
(as a minimum):
It is recommended that all Ship owners provide each • Review of R/A and HAZOP for anchor handling
AHTS with a ship specific and1or handling manual. operation and transfer of experience.
Shipowners should complete the MSF Template of • Weather limitations and definition of operational
data to verify the details above when requested by criteria.
charterer. • Charts.
• ROV inspeclion requirements.
6.1.5 Responsibilities of the A/ H vessel Master • Anchoring/mooring analysis, anchor pattern and
The Master of the A.HTS is responsible for: work specification (RMP) including maximum
• Ensuring that the manning on board is sufficient calculated loads and dynamic tensions.
based on working hour provisions, anchoring • Pre-installation of anchors.
description and that the crew is rested. • Vessel requirements; manning, quantity and
• Ensuring that all AH equipment is in good condition technical specifications.
and certificated and meets the work specification. • Drawings and sketches of anchoring equipment in
• Reporting of any defects or non conformities to the the sea.
anchor/mooring equipment found during the • Manning on MOU.
operation. • Safe job input for vessels and MOU.
• Ensuring that a Risk Analysis has been performed in • Schedules and drilling operation.
accordance with the specific work scope. • Contingency plans.
• Ensure that RMP is communicated to all crew • Equipment lists for AH equipment (including
members involved in operation. weights and COG) for the individual vessels.
• The stability of the ship must be calculated for each • Sea bottom conditions.
step in the work scope including expected dynamic • Communication lines (VHF channels, telephone
loads. nos.).
• Safety of crew and equipment on board the A/H or
towing vessel at all times. The Master shall stop
6.3 Rig move plan
operations that may put vessel or crew at risk
• Having sufficient bunkers for the planned operation. A work specification shall be prepared that provides the
• Lead towing vessel Master is responsible for necessary background information on the rig move
navigation of the towing operation, compliance with operation and describes the operation at the required
prepared plans, shall issue appropriate navigational level of detail. The purpose of the work specification is
warnings at regular intervals and ensure other towing as follows:
vessels follow the stipulated plans. • Ensure a safe operation for personnel and the
environment.
• Provide common guidelines for standardising the
6.2 Rig move meeting
relocation of the MOU and anchor handling.
• The operating company should arrange a rig move • Anchoring/mooring analysis, anchor pattern and
meeting, preferably a minimum of two weeks before work specification (RMP) including maximum
the operation starts. The Rig Move Plan should be calculated loads and dynamic tensions.
264 Appendix 2 - Reference documents

NWEA Guidelines - Issue 2 - chapter 6 (continued)

• Identify and set trigger points which determine 6.5.1 Risk Assessment
operation start/stop or R/A. 1. MOU and all vessels involved shall perform SJA
• Provide a brief outline of the topics to be covered. before operation starts, in conjunction with the R/A.
• Must outl ine framework conditions, use images and 2. If an operation has changed from the original plan
diagrams where possible. for which the RA was performed, personnel must
• Is intended for use during the planning, execution, review the new hazards and risks of the changed
verification and demobilisation during relocation of operati.on as part of the management of change
the AHTS/MOU. process.
• Shall be in English, unless otherwise agreed. Th.is requires a time-out and review with personnel
involved, performed at the workplace.
A managemen t o f change process should be agreed
with all parties involved. Any deviation from the work
6.5.2 Reporting
specification shall o nly be permitted in accordance
Where required, the MOU Owner, in cooperation with
with this agreed management of change.
vessels and Marine Representative orTowmaster, should
repon to the appropriate National Authorities as per the
6.4 Equipment national requirements.
6.4.1 General
6.5 .3 Anchor securing on deck
1. To maintain vessel's and MOU's safe working
1. When running or recovering anchors over subsea
environment, the following should be in place:
obstructions, anchors must be decked and double
• All equipment operation and maintenance should
secured or disconnected to prevent the anchor
be according to manufacturer's instructions.
dropping uncontrollably off the stem.
• A maintenance system for AH equipment retained
on board.
6.5.4 Bollard Pull
• Cutting gear available.
1. Maximum Bo llard pull utilised sho uld not exceed
• A safe and effective method of stoppering wire
the minimum breaking load of the MOU's towing
pennants, recognising likely loads on the wire and
arrangement. Use vessel's tension gauge to monitor.
the load-bearing capacity of wire termination
Reference should be made to the vessel's bollard pull
employed. Note: soft eye pennants wear more quickly
reduction curves.
than hard eye pennants and require frequent
inspection.
• Alloy ferrule terminations should not be used.
6.6 The Towng Operation
• Monitoring, with regular inspection and
maintenance, of roller fairleads on vessels' deck or 6 .6.1 Operation Planning
crash barrier to ensure that uplift by e.g. a tugger 1. See 6.1 for responsibilities.
wire will not dislodge them . 2. The passage plan must be carefully developed with
• Suitable lifesaving appliances must be available regard to water depth, other offshore and subsea
and immediately accessible. installations, and emergency position.
2. Secure all AH equipment until required; see Deel? 3. Close anention should be paid to the length and
1 Cargo Handling 3.2.4.2. catenary of the tow wire and its relation to the water
depth and weather conditions.
Care must be taken when opening wire coils, in
4. Route must keep safe distance from any other
particular pendant wires. Turntables should be used
installations. Pass on the side that best assures tow
(if available) as coils springin g open following
will drift away from the installation in case of black-
release of securing bands may cause injury.
out or towline failure.
5. The passage plan shall not use installations as way
6.4.2 Anchor/Mooring Equipment
points. Vessels apparently on collision course may
1. An example of recommended good practice for the
result in installation crew having to go to muster
following systems can be found in Annex N:
stations.
Permanent Chaser Pendant (PCP);
6. Obtain regular weather reports.
Pendan l Buoy System;
7. Specify communkation lines: see 3.3.3.2.
Vessel Working Wire Chaser Termination On Vessel;
8. Assess what support vessels are required. Support
Piggy Back Systems.
vessels' tasks include, but are not limited to:
Due consideration should be given to the anchor • Monitoring and plotting ship traffic along the
manufacturers guidelines. towing route.
• Intercepting vessels that approach tow too closely.
• Checking emergency anchoring/jacking location
6.5 The Rig Moving Operation
is clear and unobstructed before MOU arrival.
Must be according to the rig move plan. • Functioning as back-up towing vessel, especially
in winter months.
 Appendix 2 - Reference documents 265

NWEA Guidelines - Issue 2 - chapter 6 (continued)

9. ldentify the MOU's secondary emergency towing fall must be vertically above vessel's stem roller when
system, establish a readily available retrieval method the chasing pendant is released.
for main towing gear, and agree a safe procedure for 2. To achieve this safely and without endangering vessel
passing the secondary towing system in all weather personnel:
conditions. see procedure in annex N-7
10. Ensure MOU personnel are aware of the time that
may be required to rig spare towing wire. If an
6.7 Anchor Handling Operations (300 m+)
additional vessel is available as a reserve towing
vessel on passage, this should be rigged for towing. l. Ancho r handling operations in d eeper water carry
significant additional h azards and these may be
6 .6.2 General Towing Rules location specific.
1. Pay dose attention to: Prior to commencing deep water A/H operations,
• Towline, particularly prevention of any chafing or consider the following in addition to normal anchor
friction. Either use fibre protection, or regularly handling operations:
adjust wire length. • Suitability of vessel for location specific
• Towing speed and heading. Make changes very operations taking into account environmental and
slowly and in a controlled way. other variables;
• Heaving in or paying out towline. When doing so, • To minimise damage to work wire from joining
reduce engine thrust correspondingly to avoid shackles use longer continuous lengths of work
damage to towline. wire;
2. lf towing MOU on anchor chains a good catenary is • All wires to be spooled under tension;
ensured if MOU pays out an agreed length of anchor • Use work wire swivels to avoid twisting damage
chain. from the inherent high loads of deep water A/H -
3. Towing vessels should issue regular navigational de-tension after use.
warnings. • Use chain connecting links in the shark jaws.
4. During towing, any other deck work should be risk • Buoys should be launched under controlled
assessed. tension to avoid shock load damage;
5. In adverse weather the Master, to consider if a gog • Method of deploying chain from a locker. Modern
wire may be used to control the towline. vessels can ensure approximately 75% cable-gypsy
6. Towing in adverse weather, dynamic forces are engagement and adequate power availability. On
significant. other vessels, lead chain from the gypsy as normal,
Exercise great caution, panicularly when waves come then pass it down the deck around one or more
in astern. towing pins to give a lead back up the deck to the
opposite gypsy. Then pass chain under and over
6 .6.3 Pendant Return to MOU gypsy to lead back down the deck and over the
1. Returning a chasing pendant to a MOU after chasing stem roller. This method provides a length of chain
collar has been stripped back will normally cause a on deck that relieves tension on the first gypsy and
snatch load on the MOU crane. To avoid this, crane eliminates risk of the chain jumping under tension.
266 Appendix 2 - Reference documents

Operational limitations of anchor handling tugs during anchor handling and towing operations

Guidance for towmasters, bargemasters,anchor • Towmasters must overide the AHT master when
foremen and vessel masters during rig moving they believe that the AHT is getting into danger.
operations • If the actions or inactions or an AHT are giving
Purpose of this briefing document
doubts or concerns, STOP the operation, reduce all
the loads on the boat and place it in a safe position,
This document is designed to highlight the limitations then sort out the problem.
of Anchor Handling Tug Supply Vessels (AHT/AHTS) • During the towing operations between work
when carrying out routine anchor handling and towing locations where the operation is conducted under a
operations operations . normal rig move procedure document, the
towmaster may designate one of the towing vessels to
Responsibilities of towmasters, barge masters be the lead tug. This designation does not normally
and anchor foremen relieve the towmaster of his responsibility to
Normal rig moving operations are carried out using the command the towing operations. The only time the
rig move procedure document as the primary lead tug could be said to be in sole charge of the
plannfog and management tool for the conduct of the towing operation would be if the tow is conducted
operation. This document is backed up by the policies under a towage contract (Towhire or Towcon). In
and procedures governing rig move operations issued general, all rig/barge towing operations, both in-
by the rig owner, the rig move contractor, the rig field and inter field, are conducted under service
contracts such as Supplytime. In these contracts the
charterer and any local applicable guidelines or rules
and regulations. The flag state of the rig, any warranty tugs/anchor hand ling vessels work under the
survey company involved and the rig's P&l Club may direction of the individual in charge of the operation
also expect the rig to comply with cenain policies, such as the OIM or towmaster or some other named
procedures or guidelines during the rig move operation. person in the procedure document.

The rig move procedure document gives responsibility The available bollard pull of anchor handling
for the conduct of the operation to certain named vessels
individual, typically the Offshore Installation Manager The bollard pull values quoted in any vessel's data sheet
(OLM), the towmaster and the vessel masters. are those obtained using the main engines and possibly
Towmasters/Bargemaste rs/Anch o r Foremen.. These an azimuth thrusters in controlled benign conditions.
persons are, typically, given responsibility for the The bollard vaJues are obtained from tests carried out in
conduct of anchor handling and towing operations highly controlled conditions and always refer to ahead
while the OIM is given overall responsibility for the power values without any side on environmental load.
safety of all personnel and vessels working within the They are quoted as either maximum, which means total
SOO m zone around the rig or barge. These individuals available at ll0% machinery output, that is 10%
share a duty of care for the safe conduct of the overload condition and is not a value of much practical
operations of the Anchor Handling and Towing Vessels use. Continuous bollard pull means the value obtained
involved. This duty of care means that they should not when tl1e main engines are running at the makers
place the anchor handling vessels at risk. In addition, it recommended continuous prolonged output value. Jt is
i~ their responsibility to inform and instruct the anchor the most useful value, but it may also include azimuth
handling vessels in their work and insist that they cease thrusters working in the same direction as the main
work if any vessel is putting itself at risk either engines.
inadvertently or through ignorance.
Degradation of bollard pull due to the use of
The persons in charge of these marine operations thruster power
cannot negate or deny their responsibility for the safety
of the anchor handling or towing vessels by relying on In vessels where the main propellers are of the
controllable pitch type and the tl1rusters are electrically
the usual phrase in the Procedure document which says:
'Vessel Masters are responsible for the safety of their driven, the thrusters often derive their power via
vessels at all. times'. This is the case in some generators connected to the main engines. This means
that when thruster power is demanded, in addition to
interpretations of the legal/contractural position, but it
does not alter the practicaJ situation where if the main engine power, the power management control
system may CUT BACK the main propeller p itch
towmaster/bargemaster/anchor foreman gives an order
setting in order to ensure that the main engines
to a vessel which endangers it or neglects to give an
order to a vessel to get it out of a perceived danger operate at the constant revolutions required to supply a
(which the vessel master may be unaware of) then this steady voltage for the electric power to the thrusters. If
boat's thrusters are working hard to keep it on line
is neglect of the overriding responsibility which exists
within the overall command structure of the operation. while running an a11d1or the available output of the
main propellers may be degraded as thruster power is
• Towmasters must command and control the increased. For example, running all the thrusters at say
operation of the AHTS at all times. 80% power can cut the bo llard p ull by a third.
 Tugmaster Training - A view by Captain Terry Phillips
(courtesy International Tug & Salvage - Nov/ Dec 2011, The ABR Company Ltd and
Captain T. Phillips)

Note personnel with responsibility for command and control

Captain Phillips, in common with many experienced of vessels engaged in towing, anchor handling or any
personnel, believes that practical, onboard, hands-on other operation requiring high shiphandling skills can
training, is the most effective way of ensuring that actually do the job.

'Having the nerve to stand your ground'

At ITS 2010 in Vancouver, Capt Arie Nygh of SeaWays been working on tugs for the better pan of 42 years,
ConsuJtants delivered a paper on Tire Need for a and, being involved with all aspects of training new lug
Formal Towage Endorsement 011 a Master's Certificate of masters, I have had a lot of Class l masters on board my
Competency to Operate a Tug, and Yvonne O rr of tugs over the years.
Maritime Craft Services (Clyde) Ltd spoke abo ut The In that time, I have found a stark difference between
Need for lnternati.onally Recognised Certification for tug masters' and Class 1 masters' attitudes. There are a
Crew 011 Vessels less than 500gt (see synopses, below). few reasons for this: I feel thal the Class 1 master is
Here, Capt Terry Phillips, aka 'Terry the Tug', who, in trained to stay away from dangerous situations at all
the July/August 2010 issue of International Tug & times, which is understandable, but on the other hand,
Salvage spoke out about hands-on training, adds his tug masters are trained to go into dangerous situations
own comments on tug master's certificates and why every day, whether it is a salvage situation, barges
he feels they should be made a formal requirement as broken loose in bad weather or fires at terminals and
soon as possible. onboard ships. Just by the nature of the job, we live in
two different worlds - as different as night and day.
I am not sure when the tug masters' certificates were
I feel that Arie Nygh and Yvonne Orr have raised very abandoned, bul I feel that this has caused a lot of
good points regarding tug masters certificates. I have problems for tug owners and tug masters worldwide. [t's

The Need for a Formal Towage Endorsement on The Need for Internationally Recognised
a Master's Certificate of Competency to Operate Certification for Crew on Vessels less than
a Tug SOOgt
Capt Arie Nygh, Seaways Consultants Yvonne Orr, Maritime Craft Services (Clyde) Ltd

Cu rrently there is a requirement fo r formal We operate in a global market and so why is there
endorsements on a master's certificate to operate an no internatio nally recognised certification for
o il or gas tanker, a passenger ship, a square rigger smaller commercial vessels of less than 500gt within
sailing ship, a high-speed ferry and a dynamically current STCW regulations? The first internationally
positioned vessel. It is also a given that it is accepted certifi cation o f competency enabling
impossible for a master to understand harbo ur someone to take full command of a vessel only
towage and/or escort towage o n a new generation applies to vessels over 500 gt.
o mni-directional tug without significant specialised Despite the STCW convention aim to ensure
training. 'uniform international maritime training standards',
As a professional industry that prides itself on high the challenges facing operators of smaller vessels
standards, have we matured sufficiently to take the continue to pose a problem, with acceptance of
next step and promote formal endorsements on a certification varying from country to country. Is it time
master's certificate to operate an omni-directional for STCW to recognise the scope of smaller vessels,
tugboat? There are a number of like-minded including tugs and workboats, wicJ1in the regulations?
colleagues in the towage industry who believe, as I do, What can we do to facilitate this?
that the time has come for the industry to take this
importanl step. This paper expands the question in an
auempl lo find answers and understand whether we,
as an industry, shouJd progress the concepl further.

268
 Appendix 3 - Tugmaster Training 269

a bit like being a doctor or airline pilot: we are all due to the lack of training for masters not having the
trained to do specific jobs. A 74 7 airline pilot wouJd not experience ,or trainlng onboard tugs?
fly a phantom fighter jet and a GP would not be classed I feel the greatest asset as a tug master is to have the
as a surgeon. The point I am making is that most people nerve to stand your ground when thjngs are going
can choose to become a ship's master if they have the wrong and to give clear instructions to the crew to
aptitude and the stamina to take such a path. I have the resolve the situation. This takes a lot of experience. I feel
greatest respect for the Class l Masters Certificate. But it is a true test of a tug master when he comes through
not everyone can choose to be a tug master. such experiences and is still looking forward to his next
Tug masters live in a world of cramped conditions, tour of duty wherever it may be.
the weather affects us more due to the size of our So why would the MCA think that Class 1 Masters
vessels, and we are put into situations in aJl sorts of · can be sent on to tugs to do this type of work because
conditions: towing massive objects in storms; chasing a they bold such a certificate? When I ftrst had my British
tow if you have had the misfortune of a tow wire parting Tug Master's certificate it meant a lot to me. I feel it
in extreme weather conditions; keeping a close eye on helps define who you are and what you are good at.
shipping when transiting narrow waterways; watching Most tug masters have had a lot of training by older tug
for any vessel that has broken down and is drifting... masters who have been around the block: that is what
Most of the time, we can onJy make very slow speeds, gives us the tools to go out and do this complex and
but by nature we have to be well ahead of the game, very difficult and dangerous job.
24/7. When things are going wrong, we have to think I would therefore request that the whole certificate
outside the box in time to put things right, and we have system is overhauled and that the tug master's certificate
to make do with what we have around us at all times. is reintroduced as soon as possible to give us our
How many sleepless nights have we had as tug identity ba,ck and to show that we are a professionaJ
masters due to the Chief Officer or the Second Officer part of the maritime industry. It would be good to hear
not having the experience of towing or working on tugs? from tugmaste.rs and Class 1 masters alike on this
How many accidents have taken place over the years subject on my website, www.terrythetug.com
 Further Reading

Anchor Handling - Oilfield Seamanship Vol. 3 Tug use Offshore - in Bays and Rivers
Clarksons Research Services Ltd George and Grant Livingstone - Nautical Institute
ISBN 1 870945 492 ISBN 1 870077 741

Towing - Oilfield Seamanship Vol. 4 Anchor Equipment and Guidance Notes

Clarksons Research Services Ltd Vryhof Anchor Manual - www.vryhof.com
ISBN 1 870945 638 Bruce Anchor Manual - www.bruceanchor.co.uk
Deeprope Manual - www.bexco.be
Stability, Trim and Strength for Merchant Ships and IMS Handbook - www.ims-mooring.com
Fishing Vessels Balmoral Marine Handbook -
I. C .c/ark - Nautical Institute www.balmoral-group.com
ISBN 1 870077 873 Bridon Ropes Manuals - www.bridon.com
Viking Moorings - www.viking-moorings.com
Tug use in Port
H. Hensen - Nautical Institute
ISBN 1 870077 393

270
We take
Pride
in what we do